JP2013116018A - On-board transmitter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a highly safe on-board transmitter in which a parameter can be varied for each signal separately generated, thereby solving problems such as deterioration in signal detection accuracy and increased power consumption.SOLUTION: An on-board transmitter 3 of an embodiment includes: a parameter setting means 31 setting a parameter of a signal to be transmitted to a pick up 4 which transmits/receives a signal to/from a wayside coil 1 and ground equipment 2; a sinusoidal signal generation means 32 generating a frequency signal for transmitting train information to the pick up 4 on the basis of the parameter determined by the parameter setting means 31; a frequency sweep signal generation means 33 generating a frequency sweep signal for detecting a wayside coil for transmitting train control information to the pick up 4 on the basis of the parameter determined by the parameter setting means 31; and an adding means 34 adding signals generated by the sinusoidal signal generation means 32 and the frequency sweep signal generation means 33. The signal added by the adding means 34 is transmitted to the wayside coil 1 and an on-board receiver 5 via the pick up.

Description

Embodiments described herein relate generally to an on-vehicle transmission device.

The train control device is equipped with various safety functions for safe operation of the train. One of them is the automatic train stop function. The automatic train stop function is a function for automatically applying an emergency brake to the train when there is no operation such as a brake from the driver when the train approaches the stop signal. A variable frequency expression is widely used for transmission of train control information (hereinafter referred to as variable frequency expression ATS). FIG. 15 is a schematic diagram of a variable speed ATS. The train 100 includes a train control device 6, a band pass filter 8, an amplifier 7, and a car upper 4. A feedback oscillation circuit 74 that satisfies the oscillation condition is configured by the amplifier 7 and the vehicle upper 4 that includes a loosely coupled transformer (the vehicle upper primary coil 41 and the vehicle upper secondary coil 42). The feedback oscillation circuit 74 always generates a signal oscillated at the oscillation frequency and radiates it to the ground side via the vehicle upper element 4. When the train 100 passes over the ground element 1 having the resonance frequency corresponding to the train control signal, the constantly oscillating frequency generated in the train 100 is changed to the resonance frequency of the ground element by the frequency pulling effect. Go around. By detecting this change using the band-pass filter 8, the train 100 has passed the ground unit 1 or receives train control information.

In addition to the ground element 1 that transmits a train control signal to the train 100, there are ground devices 2 such as a crossing backup device and a speed check device that always receive an oscillation frequency signal. The railroad crossing backup device is a device that backs up the device that detects the approach of the train by the wheels of the train 100 short-circuiting the track. The railroad crossing backup device always detects the train by receiving the oscillation frequency, and reliably uses the railroad crossing by using it together with the device using the track short circuit. The ringing time of the railroad crossing is determined by the range in which the backup ground unit can always receive the signal of the oscillation frequency with the power exceeding the reference value. The speed check device is a device that measures the speed of the train. If the range in which the speed check device can always receive the signal of the oscillation frequency with power more than the reference value is widened, the check speed becomes inaccurate, which adversely affects the control of the train. Therefore, in these ground devices, a range for detecting a train is defined.

The variable frequency ATS has a drawback that it is vulnerable to changes in the coupling state between the vehicle upper primary coil 41 and the vehicle upper secondary coil 42 due to noise, interference waves, and the influence of metal existing in the vicinity of the vehicle upper 4. . For this reason, a method using a spread spectrum signal has been proposed as a method for detecting the ground element of the variable frequency ATS without using the frequency variable principle (see Patent Document 1).

In this method, as shown in FIG. 16, a spread spectrum signal 4 a that is a band signal including all the resonance frequencies that can be taken by the ground unit is transmitted from the vehicle unit 4, and the train 100 passes over the ground unit 1. In addition, the ground element 1 is detected by detecting that the received power having a frequency equal to the resonance frequency of the ground element 1 is larger than the other signal frequencies.

In addition, as a signal for detecting the resonance frequency of the ground element corresponding to the train control signal, within the allowable range of resonance frequency deviation (for example, within signal frequency ± 2 kHz) determined by the operation regulations of the ground element for each train control signal frequency ), A method of generating a frequency sweep signal and using a signal obtained by adding the plurality of signals as a transmission waveform (hereinafter referred to as a frequency sweep addition method) has been studied (in-house patent application before publication). P2010-272423). The schematic diagram and transmission spectrum of this method are as shown in FIGS. 19 and 20, respectively. Further, the frequency sweep speed of each frequency sweep signal is as shown in FIG. Thus, in the conventional frequency sweep addition method, signals having the same frequency sweep width, signal power, and frequency sweep speed of each frequency sweep waveform before addition are used.

JP 2005-229789 A

However, in the spread spectrum method, the signal power cannot be set for each signal frequency. For this reason, when the noise power is large at a frequency near a specific signal frequency, or when the frequency characteristics of the vehicle armature or the transmission / reception circuit are greatly different for each signal frequency, the received power of the signal resonated by the ground element becomes the noise power. On the other hand, it becomes smaller, and the detection accuracy of the ground unit is lowered. In order to prevent the received power from becoming smaller than the noise power, the power of the entire signal must be increased. In this case, however, the (analog circuit) design becomes complicated and the amount of heat generated by the amplifier increases. There was a risk that the transmitter would break down.

Both the spread spectrum method and the frequency sweep addition method use a signal having a bandwidth as a signal for detecting the resonance frequency. Railroad crossing backup devices and (branch switch) speed check devices operate with a constant oscillation frequency signal in a variable speed ATS, so by using signals with bandwidth, these ground devices pass through bandpass filters. In-band power increases. Therefore, the range in which these devices detect a train may be wider than the range defined by the operating system. The simplest method for this problem is to reduce the power of the entire signal for detecting the resonance frequency. However, by reducing the power of the signal for detecting the resonance frequency, the difference from the noise power is reduced, so that the resistance to noise is reduced, and the signal detection accuracy is deteriorated.

To solve the above problem, there is a method of reducing only the power in a specific frequency band that affects the ground device by the band limiting filter. This method can be implemented in both analog and digital circuits, but the band-limiting filter newly provided with either approach has frequency characteristics so that the frequency characteristics do not affect the receiving side. Therefore, the design becomes complicated. In addition, when implemented in an analog circuit, signals other than a specific frequency band to be attenuated by a newly provided band limiting filter are also attenuated, so that the input signal of the band limiting filter can be increased or the output signal of the band limiting filter can be There is a problem that power consumption increases by amplifying the signal.

Therefore, the problem to be solved by the present invention is to improve the signal detection system without increasing the power consumption and to provide a highly reliable on-board transmission device.

Therefore, the embodiment of the present invention solves the above-described problem by providing a variable parameter for each separately generated signal, and provides a highly safe on-board transmission device.

  The on-vehicle transmission device according to the embodiment includes at least parameter setting means for setting a parameter of a signal to be transmitted to the on-board child that transmits and receives a signal from the ground element or one of the ground devices, and a parameter determined by the parameter setting means. Based on the parameters determined by the parameter setting means and the sine wave signal generating means for generating the frequency signal for transmitting train information to the vehicle upper arm, the ground element for transmitting the train control information to the vehicle upper arm is detected. A frequency sweep signal generating means for generating a frequency sweep signal, an adding means for adding the signals generated by the sine wave signal generating means and the frequency sweep signal generating means, and the signal added by the adding means There is a vehicle transmission / reception device that is transmitted to the ground unit and the vehicle reception device via

1 is a schematic configuration diagram of an on-vehicle transmission device according to a first embodiment. The figure which shows an example of a structure of the signal generation part of the on-vehicle transmission apparatus of 1st Embodiment. The figure which shows another structural example of the signal generation part of the on-vehicle transmission apparatus of 1st Embodiment. The schematic block diagram which shows the whole structure of the transmitting apparatus on board of 2nd Embodiment. The figure which shows an example of the signal frequency of the on-vehicle transmission apparatus of 2nd Embodiment. The figure which shows an example of the vehicle upper core characteristic of the vehicle transmission apparatus of 2nd Embodiment. The figure which shows an example of the transmission spectrum at the time of setting electric power for every sample, when changing the parameter of a transmission signal using the vehicle upper core characteristic of FIG. The figure which shows an example of the transmission spectrum at the time of setting electric power for every signal, when changing the parameter of a transmission signal using the vehicle upper core characteristic of FIG. The schematic block diagram of the on-vehicle transmission apparatus of 3rd Embodiment. The figure which shows an example of the transmission spectrum at the time of setting a transmission parameter using a signal classification. The figure which shows an example of the transmission spectrum at the time of changing a frequency sweep width | variety using the information of a ground device. The figure which shows an example of the sweep speed at the time of changing a frequency sweep width | variety using the information of a ground device. The figure which shows an example of the transmission spectrum at the time of changing signal power using the information of a ground device. The figure which shows an example of the sweep speed at the time of changing a frequency sweep speed using the information of a ground device. The figure which shows an example of the transmission spectrum at the time of changing a parameter with a some detection signal using the information of a ground apparatus. The schematic block diagram of the on-vehicle transmission apparatus of 4th Embodiment. Schematic configuration diagram of a conventional variable speed ATS. The figure which shows an example of the transmission spectrum in the case of performing ground detection using a spread spectrum waveform. The schematic block diagram of the conventional frequency sweep addition system. The figure which shows an example of the transmission spectrum of the conventional frequency sweep addition system. The figure which shows an example of the sweep speed of the sweep signal of the conventional frequency sweep addition system.

Hereinafter, the transmission device for a vehicle according to the embodiment will be described with reference to the drawings.

(First embodiment)
The first embodiment will be described in detail with reference to FIGS. FIG. 1 is a schematic configuration diagram of the on-vehicle transmission device according to the first embodiment. 2 and 3 are detailed views of a signal generation unit of the on-vehicle transmission device according to the first embodiment.

(Constitution)
On the ground side, along the track 101, the track runs with the ground unit 1 having one or a plurality of resonance frequencies (fs1 to fsn) corresponding to the train control signal frequency according to an operation-determined interval. There is a ground device 2 that receives a signal from a train.

The train 100 is equipped with an on-vehicle transmission device 3, an on-vehicle element 4, an on-vehicle reception device 5, and a train control device 6. The on-vehicle transmission device 3 generates a signal for transmission to the ground unit 1 and the ground unit 2. The signal generated by the on-board transmitter 3 is transmitted to the ground unit 1 and the ground unit 2 by the on-board primary coil 41. When the transmission signal does not resonate with the ground element 1, the vehicle upper secondary coil 42 receives a signal in which the transmission signal output from the vehicle upper element primary coil 41 is attenuated. In the case of resonance, the signal is resonated by the ground element 1 and a signal obtained by adding a signal in which the resonance frequency component of the ground element is larger than other frequencies and a signal in which the transmission signal is attenuated is added. The on-vehicle receiving device 5 specifies the resonance frequency of the ground element 1 using the signal received by the on-vehicle element secondary coil 42. The train control device 6 controls the train using the resonance frequency specified by the on-vehicle reception device 5.

  Next, the on-vehicle transmission device 3 will be described in detail. The on-vehicle transmission device 3 includes a parameter setting unit 31, a sine wave signal generation unit 32 (321 to 32n), a frequency sweep signal generation unit 33 (331 to 33n), and an adder 34. The parameter setting unit 31 is a signal for detecting a ground sweep having a resonance frequency corresponding to each train control signal based on the input signal, the signal power of the frequency sweep signal, the initial phase, the frequency sweep width, the frequency sweep speed, The signal power and the initial phase of the frequency signal for transmitting information to ground devices other than the ground unit are determined. The type of the input signal of the parameter setting unit 31 and the parameter setting method of the transmission signal based on the input signal will be described later. The sine wave generation unit 32 generates each sine wave signal based on the parameter determined by the parameter setting unit 31. The frequency sweep signal generator 33 generates each frequency sweep signal based on the parameter determined by the parameter setting unit 31. The adder 34 adds the signal generated by the sine wave signal generator 32 and the signal generated by the frequency sweep signal generator 33.

(Function)
Next, a method for generating each signal will be described.

The signal generation methods of the sine wave signal generation unit 32 and the frequency sweep signal generation unit 33 include a method using an analog circuit and a method using a digital circuit. A part of the waveform may be generated by an analog circuit, and the signal added by the digital circuit may be added to the D / A converted signal.

In the case of generating a sine wave signal by an analog circuit, for example, the signal power and the phase can be changed by installing an amplifier or a phase shifter after the sine wave signal oscillating unit 32.

When generating a frequency sweep signal with an analog circuit, for example, the sweep width and sweep speed can be changed by controlling the voltage of the voltage frequency converter, and the signal power is changed by providing an amplifier in the subsequent stage. The phase can be changed by providing a phase shifter.

When a signal is generated by a digital circuit, a method of storing waveform data in a memory in advance and reading it out can be used. At that time, all the waveform data may be stored separately in the memory, or all or a part of the waveform data may be added and stored in advance. When addition is performed using digital data in this way, the signal after addition is D / A converted and output to the vehicle upper primary coil 41.

When a sine wave signal is generated by a digital circuit, for example, a waveform data N (N is a natural number) wavelength of a sine wave signal having a certain amplitude is stored in a memory in the on-vehicle transmission device 3, and the waveform data is stored. The waveform is taken out by incrementing the memory address. The initial phase can be changed by changing the initial value of the memory address at this time. The signal power can be set by performing bit shift within a range that does not overflow or underflow according to the format of the stored waveform data (such as 2's complement display).
When a frequency sweep signal corresponding to each resonance frequency is generated by a digital circuit, the waveform data of a frequency sweep signal having a certain amplitude is swept from the sweep start frequency to the sweep end frequency, as in the case of generating a sine wave signal. Assuming that the signal is one cycle, M (M is a natural number) cycles are stored in the memory in the on-board transmitter 3, and the waveform is extracted by incrementing the address of the memory in which the waveform data is stored. Signal power can be set by bit-shifting the stored waveform data within a range that does not overflow or underflow. Every time the initial phase, the frequency sweep width, and the frequency sweep speed of the frequency sweep wave are changed, a waveform is generated by the calculator 301 in the on-vehicle transmission device 3.

As described above, the signal power of the sine wave signal and frequency sweep signal can be easily changed by bit shift. However, the signal amplitude value that can be changed is restricted by a value that can be expressed by multiplication / division of a power of 2 of the signal waveform stored in the memory. The change of the initial phase of the sine wave signal can be easily realized by changing the initial value of the memory address. However, the initial phase that can be changed is restricted by the sampling frequency when the waveform data stored in the memory is generated. When the resolution of the parameters that can be changed under these restrictions is insufficient, the waveform data is obtained by the computing unit 301 in the on-vehicle transmission device 3 in the same manner as the initial phase, frequency sweep width, and frequency sweep speed of the frequency sweep wave. Generate.

The transmission waveform data is recalculated when the input signal to the parameter setting unit 31 changes. When performing recalculation, each signal generation part (generic name of 321-32n and 331-33m) is comprised like FIG. Waveform data based on the parameters specified by the parameter setting unit 31 is generated by the calculator 301. The generated waveform data is stored in the waveform data storage memory 303. When the calculation of the transmission waveform data is completed, the signal generator outputs an end signal. When the end signals of all the signal generators are confirmed, output of the transmission waveform is started. Whether or not a desired signal waveform is output can be confirmed by the output of the fast Fourier transformer 51 of the on-vehicle receiver 5. If the desired transmission signal is not output, the signal generation unit may be configured as shown in FIG. 3 in order to prevent troubles in train operation.

Each signal generation unit 300 includes a calculator 301, a first switch 302, a first waveform data unit 303, a second waveform data unit 304, a second switch 305, and a NOT gate 306. The first switch 302 indicates a waveform data part that is not in a transmission state. The waveform data generated by the calculator 301 stores the calculated waveform data in the waveform data portion not in the transmission state instructed by the first switch. The second switch 305 indicates the waveform data part in the transmission state, and the waveform data stored in the indicated one is output. Since whether or not the transmission state is set is a contradiction, the first switch and the second switch indicate the opposite waveform data parts by the NOT gate 306, respectively. That is, when the waveform data stored in the first waveform data unit 303 is selected as the transmission signal, the parameter specified by the parameter setting unit 31 when the waveform change request is received using the computing unit 301. Calculate the waveform data. The waveform data calculated by the calculator 301 is stored in the second waveform data unit 304. When the creation of the waveform data is completed, a data creation end signal is transmitted from the computing unit 301. After receiving the data creation end signals from all the signal generation units, the waveform switching signals of all the signal generation units are inverted. When the waveform switching signal is inverted, the waveform data portion designated by the first switch 302 and the second switch 305 is inverted, and the waveform data stored in the second waveform data portion 304 is selected as the transmission signal. . Next, when a waveform change request is received, the waveform data generated by the calculator 301 is stored in the first waveform data unit 303. Also in this case, whether or not a desired signal waveform is output can be confirmed by the output of the fast Fourier transformer 51 of the on-vehicle receiving device 5. At this time, the frequency spectrum including the time when the waveform is switched is affected by both the waveforms before and after the switching, so that it is not used for determining whether the switching has been performed normally and acquiring the train control information. In this way, by not using the spectrum including the signal switching time, it is possible to prevent the waveform switching from succeeding and erroneous determination in the ground detection. 2 and 3 is that the waveform data before change remains in the waveform data portion before switching. For this reason, when it is determined that a correct output waveform is not obtained, it is possible to return to a normal signal by switching the waveform switching signal again.

In consideration of safety, the configuration of FIG. 2 cannot switch the waveform during train operation, and is limited to when the on-board device is turned on. However, as shown in FIG. 3, it is also possible to switch the transmission waveform during operation of the train by storing the waveform data before switching. First, the case where the train is running will be described. While traveling on a train, it is necessary to prevent adverse effects on ground detection for safe operation. For this reason, for example, the waveform is switched by using, as a trigger, the termination of the connection with the ground element indicating that there is no speed limit or speed limit. If the end of the coupling with the ground unit is used as a trigger, the distance to the next ground unit becomes long, so the transmission waveform can be changed safely. Furthermore, by deleting the speed pattern or ending the connection with the ground unit indicating that there is no speed limit, the waveform can be switched safely in a section where the need for train control (braking) is low. Switching is possible.

Next, the case where the waveform is switched while the train is stopped will be described. The on-board transmission device 3 obtains information that the train is stopped from a device that measures the train speed, and after confirming that the train is not running, the first waveform data unit 303 and the second waveform data unit 304 is switched. Further, by monitoring the result of the fast Fourier transform on the on-vehicle receiving device 5 side, it can be confirmed that the waveform has been switched correctly. When the ground element 1 does not exist directly under the train stop point, the on-vehicle receiver 5 monitors the result of the fast Fourier transform on the spot to confirm that the waveform has been switched correctly. In the case where a ground element exists immediately below the train stop point, for example, the first waveform data unit 303 and the second waveform data are assumed to have been detected when the ground element 1 immediately below has been detected when the ground element has been detected for 1 second or longer. Switching of the unit 304 is performed. Since the ground element 1 exists immediately below the vehicle upper element 4, whether or not the switching between the first waveform data part 303 and the second waveform data part 304 has been performed correctly depends on whether the ground element immediately below the vehicle upper element 4 is changed before and after the waveform change. In addition to confirming whether 1 indicates the same signal frequency, the spectrum when the train is not coupled to the ground unit 1 at the stage where the train starts to move and the coupling to the ground unit 1 is completed is confirmed.

In the example of FIG. 2, the arithmetic unit 301 is provided in each signal generation unit 300, but the arithmetic unit 301 may be provided outside each signal generation unit 300 and shared by a plurality of signal generation units 300.

Next, the range in which each parameter can be changed will be described.

When the maximum value and the minimum value of the signal power are determined for each signal frequency or for the entire transmission signal, the signal power is adjusted within the determined range. For example, considering that the sine wave signal generated by the sine wave signal generator 32 uses the ground device 2 that has received the constant oscillation frequency of the variable frequency ATS, the constant oscillation frequency of the variable frequency ATS is used. The specified range of the power can be a range in which the power of the sine wave signal can be changed.

Since the frequency sweep signal defines a response distance (for example, ± 15 mm from the center of the ground element) that represents a range to be coupled with the ground element, power that can ensure this response is at least necessary. However, even if the response distance is satisfied, if the noise power is large, a detection error will occur. Therefore, when changing the power range so that the required signal power to noise power ratio can be secured for each control signal There is also.
The initial phase of each signal is not limited in the range to be changed, but in order to prevent signal distortion caused by overflow in digital circuits and in amplifiers in analog circuits, the peak power of each transmitted signal should not be increased. Set the initial phase.

The change range of the frequency sweep width is set as follows. For example, it is assumed that a range in which it is determined that a ground element having a resonance frequency corresponding to a certain control signal is detected is a range of control signal frequency ± 2 kHz. When the upper limit of the frequency sweep range is set to +2 kHz or more, or the lower limit is set to −2 kHz or less, the frequency sweep range is set so that it does not fall within other signal frequencies ± 2 kHz. When the upper limit of the frequency sweep range is set to +2 kHz or lower, or the lower limit is set to −2 kHz or higher, when the resonance frequency of the ground element is within the control signal ± 2 kHz and does not fall within the frequency sweep range, In order to avoid the situation where the ground element to be detected cannot be detected, even if the resonance frequency is present at a frequency far from the frequency sweep range of the signal frequency +2 kHz and −2 kHz, the desired signal power to noise power ratio Set the frequency sweep range so that

As for the frequency sweep speed, the frequency band in which the frequency sweep speed is increased appears to be not frequency swept depending on the frequency resolution when the fast Fourier transform is used in the receiving apparatus. Even when the frequency sweep speed is increased, that is, when the resonance frequency is in the frequency band in which the slope is large in FIG. 12, the frequency sweep speed is ensured so as to ensure a desired signal power to noise power ratio. Set. When the fast Fourier transform period and the frequency sweep period are made equal, assuming that the frequency sweep width is Δf and the frequency sweep period is T, the frequency sweep speed is Δf / T. Therefore, the frequency sweep speed range is affected by the frequency sweep speed and the frequency sweep period.

(effect)
According to the vehicle transmission device of the present embodiment, by adding the parameter setting means of the on-vehicle transmission signal and the sine wave generated based on the parameter and the frequency sweep signal, without increasing the power consumption, It is possible to improve the accuracy of signal detection and provide a highly reliable on-vehicle transmission device.

(Second Embodiment)
The second embodiment will be described in detail with reference to FIGS. FIG. 4 is a schematic configuration diagram illustrating the overall configuration of the on-vehicle transmission device according to the second embodiment. FIG. 5 is a diagram illustrating an example of a signal frequency of the on-vehicle transmission device according to the second embodiment. FIG. 6 is a diagram illustrating an example of on-board characteristics of the on-vehicle transmission device according to the second embodiment. FIG. 7 is a diagram illustrating an example of a transmission spectrum in the case where power is set for each sample when changing the parameters of the transmission signal using the on-board characteristic of FIG. FIG. 8 is a diagram illustrating an example of a transmission spectrum when power is set for each signal when the parameters of the transmission signal are changed using the vehicle upper characteristic of FIG. In addition, about the thing which has the same structure as FIG. 1 thru | or FIG. 3, the same code | symbol is attached | subjected and description is abbreviate | omitted.

This embodiment is different from the first embodiment in that the external input of the parameter setting unit 31 is the frequency characteristic of the vehicle upper element, and the transmission parameter is changed according to the frequency characteristic. Hereinafter, the full-frequency sweep signal generator 35 and the switch 36 added to the on-vehicle transmitter 3 will be described in detail.

(Function)
When using the frequency characteristic of the vehicle upper 4 as an external input of the parameter setting unit 31, the apparatus is configured as shown in FIG. In this device configuration, the on-vehicle transmission device 3 of the first embodiment generates a frequency sweep signal including all these signals in addition to the frequency information to the ground device 2 and each frequency sweep signal for detecting the ground element 1. Means 35 (hereinafter referred to as a full frequency band sweep signal) is provided. The frequency characteristic of the vehicle upper 4 is measured using the sweep signal for all frequency bands, and the parameter of the transmission wave is determined according to the frequency characteristic.

As a method of measuring the frequency characteristic of the vehicle upper 4 using the sweep signal of the entire frequency band, for example, the fast Fourier transformer 51 of the on-vehicle receiving device 5 is used, and the output of the fast Fourier transformer 51 is input to the parameter setting unit 31. To do. The measured frequency characteristic of the vehicle upper arm may be stored in a device (not shown) that stores train information as maintenance data, in addition to determining the parameter of the transmission signal during traveling.

The first frequency signal indicating the sine wave signal transmitted from the on-vehicle transmission device 3 to the ground device 2 is fa1, fa2, and the second frequency signal indicating the train control signal is fs1, fs2, fs3, fs4. Assume that the settings are as shown in FIG. Further, it is assumed that the frequency characteristic of the vehicle upper arm measured by the fast Fourier transformer 51 in the receiver after transmitting the full frequency band sweep signal is shown in FIG. Using this frequency characteristic, for example, in order to prevent the frequency characteristic of the vehicle upper arm from being seen on the receiving side, the input signal of the DA converter is weighted to the signal power like the inverse characteristic of the frequency characteristic of FIG. By doing so, it becomes difficult for the receiver to see the frequency characteristic of the vehicle upper element. At this time, weighting may be performed for each sample of the frequency sweep signal as shown in FIG. 7, or constant weighting may be performed for each signal frequency band as shown in FIG. At this time, when all of the sine wave signal and the resonance frequency detection signal are added, the phase of each signal is adjusted so that the peak power does not increase, and the phase pattern that minimizes the peak power of the transmission signal may be selected. it can.

The measurement of the vehicle upper element characteristic using the sweep signal of the entire frequency band is performed at a timing that does not affect the detection of the ground element. When the measurement is performed only when the power of the apparatus is turned on, not the configuration of FIG. 4 but the characteristics of the vehicle armature when the power is turned on using an FPGA (Field-Programmable Gate Array) or a DSP (Digital Signal Processor). It is also possible to operate with only the blocks necessary for the measurement of the above and then reconfigure the configuration of FIG. (effect)
According to the configuration of the present embodiment, it is possible to suppress variation in characteristics and improve maintainability by measuring vehicle upper core characteristics and setting parameters based on the frequency characteristics of the vehicle upper arm and the analog circuit. It becomes. As a result, it is possible to improve the accuracy of signal detection and provide a highly reliable on-vehicle transmission device. (Third embodiment)
The third embodiment will be described in detail with reference to FIGS. 9 to 15. FIG. 9 is a schematic configuration diagram illustrating the overall configuration of the on-vehicle transmission device according to the third embodiment. FIG. 10 is an example of a transmission signal when the type of train control signal is used as an external input of the parameter setting unit 31. FIG. 11 is an example of a spectrum of a transmission signal when information on the ground device 2 is used as an external input of the parameter setting unit 31 and the sweep width of the frequency sweep signal is changed. FIG. 12 shows an example of the sweep speed when the information of the ground device 2 is used as the external input of the parameter setting unit 31 and the sweep width of the frequency sweep signal is changed. FIG. 13 is an example of a spectrum of a transmission signal when information of the ground device 2 is used as an external input of the parameter setting unit 31 and the power of the frequency sweep signal is changed. FIG. 14 shows an example of how to change the sweep speed of the frequency sweep signal by using the information of the ground device 2 as an external input of the parameter setting unit 31. FIG. 15 is an example of a spectrum of a transmission signal when the methods of FIGS. 11 to 13 are combined. In addition, about the thing which has the same structure as FIG. 1 thru | or FIG. 8, the same code | symbol is attached | subjected and description is abbreviate | omitted.

This embodiment is different from the first and second embodiments in that the external input of the parameter setting unit is a storage device 37 that stores the type of train control signal or information on the ground device. Hereinafter, this point will be described in detail.

When the type of the train control signal is used as an external input of the parameter setting unit 31, information related to the type of the train control signal is stored in the storage device 37 as shown in FIG. 9, and the type information is stored outside the parameter setting unit. Configure the device as input. The type of train control signal stored in the storage device 37 is information such as an immediate stop, for example. Assume that signals are assigned as shown in FIG. 5 and fs4 is an immediate stop signal. When the detection accuracy of the immediate stop signal fs4 is increased, the reception power increases by increasing the transmission power and frequency sweep width of the signal for detecting fs4 as shown in FIG. And the reliability of the immediate stop signal is improved. In FIG. 10, the powers of signals other than fs4 are made equal, but different powers may be used.

When using the operating condition of the ground device 2 that receives a signal from a train as an external input of the parameter determination unit 31, a storage device 37 is provided as shown in FIG. The signal is input to the parameter determination unit 31. In this case, the storage device 37 stores the operating conditions of the ground device 2 that receives signals from the train. The operating conditions of the ground device 2 are determined as follows, for example. When the ground device 2 has a bandpass filter, the power existing in the pass frequency band determined by the specifications of the ground device 2 is determined to be equal to or less than the signal power in the variable frequency ATS. In addition, assuming that the passband widens due to aging degradation, for example, a margin of 10% may be provided for the specification value of the ground device 2. Further, in consideration of the operating conditions of the relay (not shown) connected to the ground device 2 in addition to the power of the pass band, the time during which the power in the pass band of the band pass filter is equal to or greater than the threshold of the operating power of the relay It is also possible to add the concept of time, such as being continued for a time that is the operating condition of the relay. The pass band of the filter is calculated based on a cutoff frequency at which the gain of the normal filter is reduced by 3 dB. However, the frequency at which the gain of the filter is reduced by, for example, 10 dB may be used as a reference in consideration of the influence on other resonance frequencies. As a method for determining the operating condition, a method other than the above example may be used.

A method for setting the parameters of the transmission signal based on the operating condition of the ground device 2 will be described with reference to the drawings, taking as an example the case where the operating condition is a band pass filter of the ground device 2. It is assumed that the signal frequency is set as shown in FIG. 18 and has the pass band of the band pass filter of the ground device 2 that receives the sine wave signals fa1 and fa2 that are the first frequency signals. In the conventional frequency sweep addition method, the power of all the sweep signals is constant, and the frequency sweep width is constant within a range that allows the deviation of the resonance frequency of the ground element (for example, within control signal frequency ± 2 kHz). Further, as shown in FIG. 19, the frequency sweep speed increases constantly from the control signal frequency of −2 kHz to +2 kHz. For this reason, there is a possibility that the frequency sweep signal enters the reception band of the ground device as shown in FIG.

As one of the methods for reducing the influence on the ground apparatus using the information of the bandpass filter of the ground apparatus in the present embodiment, the frequency sweep width of fs2 that affects the ground apparatus is not affected by the fs1 that affects the ground apparatus. , Fs3, and fs4 have a frequency sweep width narrower than that. The frequency spectrum and the frequency sweep speed when this method is used are as shown in FIGS. 11 and 12, respectively. Most ideally, the sweep range of the frequency sweep signal does not fall within the reception band of the ground device, but it is not necessary to avoid the entire band.

As another method of reducing the influence on the ground device, there is a method of making the signal power of fs2 that affects the ground device smaller than the signal power of fs1, fs2, and fs4 that does not affect the ground device. . The frequency spectrum and frequency sweep speed when this method is used are shown in FIGS. 13 and 19, respectively.

As another method of reducing the influence on the ground device, the frequency sweep speed of fs2 that affects the ground device is compared with fs1, fs3, and fs4 that do not affect the ground device within the frequency sweep range. The frequency sweep speed is increased in the frequency band close to the center of the reception band of the apparatus, and the frequency sweep speed is decreased in the other bands. FIG. 14 shows the frequency sweep speed when this method is used.

When the reception band of the ground device 2 is wide, a plurality of methods may be used simultaneously as shown in FIG.

Two or more of the frequency sweep width, signal power, and frequency sweep speed may be changed in the same frequency sweep signal.

(effect)
According to the configuration of the present embodiment, when setting a parameter using a signal type, the power of an important signal such as an immediate stop signal is set large, thereby improving the detection accuracy of the important signal and increasing the safety. It becomes possible. Also, when setting parameters using ground device information, the frequency sweep signal power falls within the reception bandwidth of the ground device by changing the frequency sweep width, signal power, and frequency sweep speed of the frequency sweep signal. By making it difficult, it is possible to suppress adverse effects on the ground device such as a crossing backup device while maintaining the ground element detection accuracy.

(Fourth embodiment)
A fourth embodiment will be described with reference to FIG. FIG. 16: is a schematic block diagram which shows the whole structure of the vehicle transmission apparatus of 4th Embodiment. In addition, about the thing which has the same structure as FIG. 1 thru | or FIG. 15, the same code | symbol is attached | subjected and description is abbreviate | omitted.

This embodiment is different from the first to third embodiments in that the external input of the parameter setting unit 31 is a sensor. This will be described below.

(Function)
When using information from a sensor attached to a train as an external input of the parameter determination unit 31, the apparatus is configured as shown in FIG. The sensor information includes, for example, the temperature of a heating element such as an amplifier in the transmission device. Since the transmitter may break down due to heat generation, measures such as reducing the power except for signals that detect an immediate stop signal within a range where the signal power to noise power ratio can be secured in all train control signals. By doing this, the occurrence of a failure of the transmission device is suppressed.

(effect)
According to the configuration of the present embodiment, by setting the parameters of the transmission signal based on the information of the temperature sensor, it is possible to reduce the risk of failure of the analog circuit and maintain safety.

  The case where a signal obtained by adding a frequency sweep signal generated for each train control signal is used as the resonance frequency detection signal has been described. However, a modulated wave such as phase shift keying can be used for each train control signal. It is. In this case, the modulation method, bandwidth, power, and phase can be changed for each resonance frequency detection signal. In the embodiment of the frequency sweep signal, the sweep width is the modulation method and the bandwidth, and the same operation as in the case of using the sweep signal in a range excluding the sweep speed portion can be performed.

All the embodiments described above are presented by way of example and do not limit the scope of the invention. Therefore, the present invention can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope of the invention described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Ground element 2 Ground apparatus 3 Car transmission apparatus 4 Car element 4a Spread spectrum signal 41 Car element primary coil 42 Car element secondary coil 5 Car receiver 6 Vehicle control apparatus 7 Amplifier 8 Band pass filter 31 Parameter Setting units 321 to 21n Sine wave signal generators 331 to 22m Frequency sweep signal generator 34 Adder 35 Full frequency band sweep signal generator 36 Transmission signal switch 37 Storage device 38 Sensor 74 Negative feedback oscillation circuit 100 Train 101 Track 300 Each Signal generator 301 Calculator 302 First switch 303 First waveform data 304 Second waveform data 305 Second switch 306 Amplifier

Claims (4)

A parameter setting means for setting a parameter of a signal to be transmitted to the vehicle upper element that transmits and receives a signal from at least one of the ground element or the ground device;
Based on parameters determined by the parameter setting means, a sine wave signal generating means for generating a frequency signal for transmitting train information to the vehicle upper part,
Based on parameters determined by the parameter setting means, a frequency sweep signal generating means for generating a frequency sweep signal for detecting a ground element for transmitting train control information to the vehicle upper element,
An adding means for adding the signals generated by the sine wave signal generating means and the frequency sweep signal generating means;
The on-vehicle transmission / reception apparatus in which the signal added by the adding means is transmitted to the ground element and the on-vehicle receiving apparatus via the on-vehicle element. The on-vehicle transmission / reception apparatus according to claim 1, wherein the parameter based on the sine wave signal generation means is at least one of signal power and initial phase.   The on-vehicle transmission / reception apparatus according to claim 1, wherein the parameter based on the frequency sweep signal generation unit is at least one of signal power, initial phase, frequency sweep width, and frequency sweep speed. The on-vehicle transmission / reception apparatus according to any one of claims 1 to 3, further comprising storage means for storing information used by the parameter setting means.

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