JP2024020892A - Ground element - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ground element capable of improving a signal-to-noise ratio while minimizing the degradation of reception levels with respect to a plurality of ATS signals with different frequencies.

SOLUTION: A ground element 1 includes a reception coil 2 capable of receiving an ATS signal transmitted from a train. The reception coil 2 has a first coil section 21 wound in a 0-like shape and a second coil section 22 wound continuously in a 0-like shape smaller than that of the first coil section 21 and in the same winding direction as the first coil section 21. The first and second coil sections 21, 22 are arranged to overlap in the vertical direction such that the respective centers thereof are arranged to be shifted in a direction orthogonal to an advancing direction Dt of the train.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a waybeam including a receiving coil capable of receiving an ATS signal transmitted from a train, and particularly to a waybeam used for train detection using ATS signals.

For example, as methods for detecting trains in order to automatically control level crossing alarms and level crossing gates installed at level crossings, there are two methods: continuous control using track circuits that utilize rail short circuits caused by axles, and one using level crossing controllers. Point control methods are commonly used. There are two types of level crossing controllers: an oscillation type that uses the rail as part of the current feedback circuit, and a high-output, high-short-circuit current transmission/reception type (H type). Furthermore, as a backup for train detection using track circuits and level crossing controllers, a method is also known in which a train is detected by receiving an ATS signal (continuously oscillating signal) transmitted from an ATS onboard device installed on the train.

The ground element used to receive ATS signals from trains on the ground side originally receives ATS-S signals with a frequency of 103 kHz that are transmitted as information waves from the on-board element of the ATS on-board equipment. It also had a receiving coil wound in a 0-shape to match the shape of the transmitting coil of the onboard child. Then, when an ATS-P signal with a frequency of 245 kHz transmitted from the onboard element as a power wave for the ground element appears, in order to receive the ATS-S signal and the ATS-P signal at the ground element, the reception of the ground element is The coil was wound in a figure-8 shape to match the shape of the transmitting coil corresponding to the ATS-P signal (see, for example, Patent Document 1).

Japanese Patent Application Publication No. 2001-343456

However, although the conventional ground coil having a receiving coil wound in a figure-8 shape as described above can efficiently receive the ATS-P signal, it cannot receive the ATS-S signal in the original figure-8 shape. Compared to a ground transducer with a wound receiving coil, the reception level was reduced. In such conventional level crossing backup devices that detect trains using ATS signals received by wayside coils, in addition to the ATS signal from the train, a check signal for detecting a failure of the wayside coil is sent to the receiving coil. may be constantly being sent. In this case, the level of the reference signal needs to be adjusted to match the reduced reception level of the ATS-S signal, and the signal-to-noise ratio is lower than that of the original zero-wound receiving coil. There was a problem in that the signal-to-noise ratio (SN ratio) deteriorated, making it difficult to take measures against retrace noise and the like.

The present invention has been made with attention to the above points, and an object of the present invention is to provide a ground transducer that can improve the signal-to-noise ratio by suppressing a decrease in reception level for a plurality of ATS signals having different frequencies.

In order to achieve the above object, one aspect of the present invention provides a ground transducer including a receiving coil capable of receiving an ATS signal transmitted from a train. The receiving coil in this ground element includes a first coil part wound in a 0-shape, and a first coil part continuously wound in a 0-shape smaller than the first coil part in the same winding direction as the first coil part. and a second coil part, wherein the first and second coil parts are arranged one on top of the other in the vertical direction, and the centers of each are shifted in a direction perpendicular to the traveling direction of the train. ing.

According to the ground transducer according to the present invention, it is possible to achieve a good reception level for a plurality of ATS signals having different frequencies, and it is possible to improve the signal-to-noise ratio.

1 is a diagram showing a schematic configuration of a ground element according to an embodiment of the present invention. FIG. 3 is a plan view of the assembled receiving coil and inspection coil in the above embodiment, viewed from above. FIG. 3 is a conceptual diagram for explaining the operation when receiving an ATS-P signal in the above embodiment. FIG. 3 is a conceptual diagram for explaining the operation when receiving an ATS-S signal in the above embodiment. It is a figure showing the schematic structure of the modification related to the above-mentioned embodiment.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
FIG. 1 is a diagram showing a schematic configuration of a ground element according to an embodiment of the present invention. Moreover, FIG. 2 is a plan view of the ground module of FIG. 1 in which the receiving coil and the inspection coil are assembled, as viewed from above. Note that in each of the drawings described below, the direction of arrow Dt indicates the traveling direction of a train passing above the ground element. Further, the direction of arrow D1 indicates a direction (front-back direction) parallel to the traveling direction Dt of the train on the beacon. Further, the direction of arrow D2 indicates a direction (width direction) perpendicular to the traveling direction Dt of the train in the beacon. In addition, the direction of arrow D3 indicates a direction (vertical direction) orthogonal to each of the longitudinal direction D1 and the width direction D2 of the ground element.

In FIGS. 1 and 2, the ground element 1 according to this embodiment includes, for example, a receiving coil 2, an inspection coil 3, and a support section 4. The receiving coil 2 is configured to be able to receive a plurality of ATS signals of different frequencies transmitted from a train (not shown). The inspection coil 3 is configured to transmit an inspection signal toward the receiving coil 2 to detect a failure such as a disconnection in the ground element 1 . The support portion 4 is provided corresponding to a step between a first coil portion 21 and a second coil portion 22, which will be described later, of the receiving coil 2, and supports the first coil portion 21 from below.

The beacon 1 is configured to be able to output a signal indicating the reception state of the ATS signal received by the receiving coil 2 to a level crossing train detection device (not shown). That is, the beacon 1 according to this embodiment is used as a beacon of a train detection device for level crossings that utilizes ATS signals. A train detection device for level crossings is used as a backup for train detection by track circuits and level crossing controllers to automatically control level crossing alarms, level crossing barriers, etc. installed at level crossings. /Or a device (level crossing backup device) that uses ATS signals to detect trains that have passed through a level crossing.

The receiving coil 2 of the ground element 1 has a first coil part 21 wound in a 0-shape, and a 0-shape that is smaller than the first coil part 21 and continues in the same winding direction Dw as the first coil part 21. It has a second coil part 22 wound in a manner similar to that shown in FIG. The first and second coil parts 21 and 22 are arranged one on top of the other in the vertical direction D3, and the centers of each are shifted in a direction (width direction D2) perpendicular to the traveling direction Dt of the train.

A connecting terminal T1 is provided at the starting end of the first coil portion 21. The starting end of the second coil section 22 is connected to the terminal end of the first coil section 21 . A connection terminal T2 is provided at the end of the second coil portion 22. That is, in the receiving coil 2, one electric wire is wound in one direction so as to form two coil parts 21 and 22 of different sizes in the shape of a letter 0, and connecting terminals T1 are attached to both ends of the electric wire. , T2 are provided.

Specifically, in the first coil portion 21, a pullout portion 21A extends outward in the width direction D2 (to the right in FIGS. 1 and 2) from the connection terminal T1. A right side portion 21B continues to the tip (right end) of the drawer portion 21A. The right side portion 21B curves in the front-rear direction D1 from the tip of the pull-out portion 21A and extends forward. A front portion 21C continues from the front end of the right side portion 21B. The front portion 21C curves in the width direction D2 from the front end of the right side portion 21B and extends leftward by a predetermined length L1 (width). A left side portion 21D continues from the left end of the front portion 21C. The left side portion 21D curves in the front-rear direction D1 from the left end of the front side portion 21C and extends rearward by a predetermined length L2 (depth). A rear portion 21E continues from the rear end of the left portion 21D.

The rear portion 21E of the first coil portion 21 curves in the width direction D2 from the rear end of the left portion 21D and extends toward the right by a predetermined length L1. A right side portion 21F continues from the right end of the rear side portion 21E. The right side portion 21F curves in the front-rear direction D1 from the right end of the rear side portion 21E and extends forward by a predetermined length L2, and is arranged to overlap with the lower side of the right side portion 21B following the aforementioned drawer portion 21A. . Thereafter, in the same manner as above, each part of one electric wire is repeatedly wound counterclockwise when viewed from the upper side to the lower side.

As a result, the first coil portion 21 having a predetermined number of windings N1 (N1=4 in the example of FIG. 1) and having a substantially O-shaped shape with each corner of a rectangle rounded is formed. Regarding the number of turns N1, the shape, and the material of the electric wire of the first coil part 21, the winding of the receiving coil which is wound in a 0 shape in order to receive the ATS-S signal in the original ground element as described above is determined. It is best to set the number, shape, and material of the wire to be the same.

The terminal end of the first coil part 21 (the front end of the right part of the N1th turn) is followed by a front part 22A, which is the starting end of the second coil part 22. The front portion 22A of the second coil portion 22 curves in the width direction D2 from the terminal end of the first coil portion 21 and extends leftward by a predetermined length L3 (width). The width of the second coil portion 22 is set to be shorter than the width of the first coil portion 21 (L1>L3). In this embodiment, the width of the second coil portion 22 is set to half the width of the first coil portion 21 (L1=2×L3). A left side portion 22B continues from the left end of the front portion 22A of the second coil portion 22. The left side portion 22B curves in the front-back direction D1 from the left end of the front side portion 22A and extends rearward by a predetermined length L4 (depth). The depth of the second coil section 22 is set to match the depth of the first coil section 21 (L2=L4). A rear portion 22C continues from the rear end of the left portion 22B.

The rear portion 22C of the second coil portion 22 curves in the width direction D2 from the rear end of the left portion 22B and extends toward the right by a predetermined length L3. A right side portion 22D continues from the right end of the rear portion 22C. The right side portion 22D curves in the front-rear direction D1 from the right end of the rear side portion 22C and extends forward by a predetermined length L4, so as to overlap the lower side of the right side portion of the N1 turn of the first coil portion 21 described above. It is located. Thereafter, in the same manner as described above, each portion of one electric wire continuous from the first coil portion 21 is repeatedly wound counterclockwise (counterclockwise) when looking from the upper side to the lower side.

As a result, the second coil portion 22 having a predetermined number of windings N2 (N2=3 in the example of FIG. 1) and having an approximately zero-shaped shape with each corner of a rectangle rounded is formed. At the front end of the right side portion of the N2 turn of the second coil portion 22, a pullout portion 22E continues to extend toward the left in the width direction D2. A connection terminal T2 is provided at the tip (left end) of the pull-out portion 22E. Regarding the number of turns N2 of the second coil section 22 and the material of the electric wire, the number of turns of the receiving coil wound in a figure 8 shape for receiving the ATS-P signal in the conventional ground transducer as described above, and It is best to set it to be the same as the material of the wire. Further, the shape of the second coil portion 22 is preferably made to match the half shape of the "figure 8" of the receiving coil in the conventional ground transducer.

The first and second coil portions 21 and 22 of the receiving coil 2 formed as described above are arranged in an overlapping manner in the vertical direction D3, and each center is arranged in a direction (width) perpendicular to the train traveling direction Dt. They are arranged shifted in the direction D2). In this embodiment, the area A2 (∝L3×L4) of the coil surface of the second coil portion 22 is 1/2 of the area A1 (∝L1×L2) of the coil surface of the first coil portion 21 ( A2=A1/2). In addition, the second coil portion 22 is located inside the first coil portion 21 and in a direction (width direction D2) perpendicular to the traveling direction Dt of the train in the first coil portion 21 in a plan view seen from the vertical direction D3. It is arranged on one side of the center line CL passing through the center. In other words, in the receiving coil 2 of the beacon 1 according to the present embodiment, the ratio of the lengths (widths) L1 and L2 in the direction orthogonal to the train traveling direction Dt is 2:1, and The first and second coil portions 21 and 22, which are continuously wound in a 0-shape of different sizes and have the same length (depth) L2 and L4 in the direction parallel to the The parts are arranged one on top of the other in the vertical direction D3.

On the upper side of the receiving coil 2 as described above, a checking coil 3 for transmitting a checking signal for failure detection toward the receiving coil 2 is provided in an overlapping manner. The inspection coil 3 is wound in a 0-shape having approximately the same size as the first coil portion 21 of the receiving coil 2 . In FIG. 1, an example of a single-turn inspection coil 3 is illustrated. Connection terminals T3 and T4 are provided at both ends of the inspection coil 3. A drive signal for generating a reference signal having a predetermined frequency and amplitude is applied to the connection terminals T3 and T4.

In the ground element 1 according to the present embodiment, the receiving coil 2 (first and second coil parts 21, 22) and the inspection coil 3, which are arranged in an overlapping manner in the vertical direction D3, are connected to each other as shown in FIG. They are bound together by a plurality of binding bands 5 arranged at intervals in the circumferential direction. Furthermore, the connection terminals T1 and T2 of the reception coil 2 and the connection terminals T3 and T4 of the inspection coil 3 are arranged in close proximity to each other. In the circumferential direction of the receiving coil 2 and the checking coil 3 bundled together, a vinyl tape 6 is pasted at a position slightly counterclockwise away from the portion corresponding to the connection terminals T1 to T4. The vinyl tape 6 allows the winding direction Dw (here, counterclockwise direction) of the receiving coil 2 to be identified from the outside.

On the lower surface of the receiving coil 2 where the inspection coil 3 is bundled upward as described above, a step is created between the left side portion of the lower surface of the first coil section 21 and the lower surface of the second coil section 22. Therefore, a support portion 4 having a height corresponding to this level difference is provided on the left side portion of the lower surface of the first coil portion 21 (FIG. 1). In this embodiment, the support portion 4 is configured by three elastic members 41, 42, and 43 using, for example, rubber plates.

The elastic member 41 is arranged so as to come into contact with a portion of the lower left side portion of the first coil portion 21 that corresponds to the front portion 21C of the first coil portion 21 . The elastic member 42 is arranged so as to come into contact with a portion of the left side portion of the lower surface of the first coil portion 21 that corresponds to the left side portion 21D of the first coil portion 21. The elastic member 43 is arranged so as to come into contact with a portion of the lower left side portion of the first coil portion 21 that corresponds to the rear portion 21E of the first coil portion 21 . By providing such a support part 4, when installing the ground element 1, each coil surface of the receiving coil 2 and the inspection coil 3, which are bundled together, can be maintained in a substantially horizontal state.

Next, the operation of the ground element 1 according to this embodiment will be explained in detail.
In this embodiment, the wayside element 1 configured as described above is used as a wayside element of a level crossing train detection device (level crossing backup device) using an ATS signal. In this case, the beacon 1 is installed at a predetermined position in front of the level crossing and/or at a predetermined position beyond the level crossing in the traveling direction Dt of the train. In the ground transducer 1 , the receiving coil 2 receives a checking signal that is constantly transmitted from the checking coil 3 . A signal indicating the reception status of the inspection signal by the receiving coil 2 is output to the level crossing train detection device, and the level crossing train detection device detects a disconnection within the device including the beacon 1 based on the reception level of the inspection signal. Such failures are detected.

In parallel with failure detection using the above-mentioned inspection signal, when a train passes above the beacon 1, an ATS signal transmitted from the train is received by the receiving coil 2 of the beacon 1. At this time, the receiving coil 2 of the beacon 1 may receive a plurality of ATS signals having different frequencies depending on the type of ATS on-board device (not shown) installed on the train. In this embodiment, an ATS-S signal with a frequency of 103 kHz is transmitted as an information wave from the onboard device of the ATS on-board device, and an ATS-P signal with a frequency of 245 kHz is transmitted as a power wave for the ground device. Assuming that the signal is received by the receiving coil 2 of the ground transducer 1, the differences in each receiving operation will be specifically explained with reference to FIGS. 3 and 4.

FIG. 3 is a conceptual diagram for explaining the operation of the ground transceiver 1 when receiving an ATS-P signal.
As shown in FIG. 3, a train is provided with an onboard coil having a transmitting coil 7 wound in a figure 8 shape for transmitting the ATS-P signal. When the train passes above the beacon 1, the center of the figure-eight-shaped transmitting coil 7 in the direction perpendicular to the train's traveling direction Dt is on the center line CL of the receiving coil 2 of the beacon 1. The relative positional relationship between the transmitting coil 7 and the receiving coil 2 is determined so that the transmitting coil 7 and the receiving coil 2 generally pass through each other.

In this positional relationship, the ATS-P signal transmitted from the transmitting coil 7 is received by the first and second coil sections 21 and 22 of the receiving coil 2. At this time, the 0-shaped shape of the second coil section 22 is matched to the half shape of the ``figure 8'' of the receiving coil for receiving the ATS-P signal in the conventional ground transducer, as described above. ing. Therefore, when receiving the ATS-P signal, the second coil section 22 obtains about half the magnetic flux that was obtained with the conventional receiving coil wound in a figure 8 shape, and the magnetic flux Therefore, the current induced in the second coil portion 22 is also about half that of the conventional one. On the other hand, in the first coil section 21, magnetic fluxes that cancel each other out are obtained when receiving the ATS-P signal, so no current is induced. Therefore, the reception level of the ATS-P signal at the receiving coil 2 is reduced to about half (-6 dB) of the reception level of the ATS-P signal at the conventional receiving coil wound in a figure-eight shape.

However, the ATS-P signal is originally a signal transmitted from the train for the purpose of supplying power to the wayside. The transmission power of the ATS-P signal as a power wave for ground equipment is significantly larger than the transmission power of the ATS-S signal as an information wave. Therefore, in the conventional receiving coil wound in a figure 8 shape, the reception level of the ATS-P signal is about 10 dB higher than the reception level of the ATS-S signal. Therefore, even if the reception level of the ATS-P signal in the receiving coil 2 of this embodiment decreases to about half, the reception level of the ATS-S signal increases compared to the conventional one, as will be explained next with reference to FIG. Therefore, there is no problem as the receiving coil 2 of the beacon 1 used in the train detection device for level crossings.

FIG. 4 is a conceptual diagram for explaining the operation of the ground transceiver 1 when receiving an ATS-S signal.
As shown in FIG. 4, a train is provided with an onboard coil having a transmitting coil 8 wound in a zero-shape for transmitting the ATS-S signal. The transmitting coil 8 has two 0-shaped coils arranged so as to be shifted in a direction perpendicular to the traveling direction Dt of the train. When the train passes above the beacon 1, the transmitting coil 8 is moved so that the transmitting coil 8 passes a position shifted to the left or right with respect to the center line CL of the receiving coil 2 of the beacon 1. The relative positional relationship between the receiving coil 2 and the receiving coil 2 is determined.

In this positional relationship, the ATS-S signal transmitted from the transmitting coil 8 is received by the first and second coil sections 21 and 22 of the receiving coil 2. At this time, the 0-shaped shape of the first coil section 21 is matched to the 0-shaped shape of the receiving coil for receiving the ATS-S signal in the original ground element, as described above. . Therefore, in the first coil section 21, the ATS-S signal can be efficiently received as in the case of the original receiving coil wound in a letter 0 shape. In addition, half of the magnetic flux obtained in the first coil section 21 when receiving the ATS-S signal passes through the second coil section 22, so that the current induced in the second coil section 22 by the magnetic flux is The current flowing through the entire coil 2 increases. Therefore, the reception level of the ATS-S signal at the receiving coil 2 is increased compared to the reception level of the ATS-S signal at the original receiving coil wound in the shape of a zero. The reception level of the ATS-S signal in the receiving coil 2 increases by approximately +8 to 10 dB compared to the reception level when receiving the ATS-S signal with a conventional receiving coil wound in a figure 8 shape. can be expected.

In a ground transceiver that receives both ATS-S and ATS-P signals using a conventional receiving coil wound in a figure-eight shape, the reference signal is The level was adjusted by about -10dB. Therefore, by using the receiving coil 2 according to this embodiment in place of the conventional receiving coil wound in a figure 8 shape, the level of the reference signal at the ground element 1 can be changed to the original figure 0 shape. It is possible to increase the level of the reference signal to a level equivalent to that of a ground transducer using a wound receiving coil.

As described above, in the ground element 1 according to the present embodiment, the receiving coil 2 has the first coil part 21 wound in the shape of a letter 0, and the receiving coil 2 is wound in the same winding direction as the first coil part 21 and is wound in the same direction as the first coil part 21. It has a second coil part 22 that is continuously wound in a small 0-shape, and the first and second coil parts 21 and 22 are arranged vertically overlapping each other, and the center of each are arranged shifted in a direction perpendicular to the traveling direction Dt of the train. This makes it possible to suppress a drop in the reception level when receiving multiple ATS signals with different frequencies, such as the ATS-S signal and the ATS-P signal, with the common reception coil 2, so the level of the reference signal can be reduced. It becomes possible to improve the signal-to-noise ratio by maintaining the signal-to-noise ratio high. If the beacon 1 according to the present embodiment is used in a train detection device for level crossings, countermeasures against retrace noise, which was a problem with conventional receiving coils wound in a figure 8 shape, can be solved. It is also possible to realize this. Therefore, it becomes possible to reliably detect a train approaching a level crossing and/or a train passing through the level crossing using the ATS signal.

Further, in the ground element 1 according to the present embodiment, the coil surface of the second coil section 22 has an area that is 1/2 of the coil surface of the first coil section 21, and the second coil section 22 has an area of 1/2 of the coil surface of the first coil section 21. It is arranged inside the first coil part 21 and on one side of the center line CL passing through the center of the first coil part 21 in the width direction D2. This makes it possible to efficiently receive a plurality of ATS signals with different frequencies, thereby making it possible to further improve the signal-to-noise ratio.

In addition, in the ground element 1 according to the present embodiment, the second coil part 22 is arranged below the first coil part 21, and the receiving coil 2 is arranged below the first coil part 21 and It has a support part 4 that is disposed on the opposite side of the second coil part 22 with respect to the center line CL passing through the center of the direction D2 and supports the first coil part 21. Each coil surface of the coil parts 21 and 22 is held substantially horizontally. This maximizes the magnetic flux passing through each coil surface of the first and second coil sections 21 and 22 when receiving the ATS signal transmitted from the train, effectively reducing the drop in the reception level of the ATS signal. It can be suppressed.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes can be made based on the technical idea of the present invention. For example, in the embodiment described above, the second coil section 22 of the receiving coil 2 is arranged below the first coil section 21, but as shown in the modified example of FIG. The second coil part 22' may be arranged above the first coil part 21'. With such an arrangement of the first and second coil parts 21' and 22', the support part 4 in the above-described embodiment can be omitted. This makes it possible to simplify the configuration of the ground element 1 and reduce costs.

DESCRIPTION OF SYMBOLS 1... Ground coil, 2, 2'... Receiving coil, 3... Reference coil, 4... Support part, 7, 8... Transmitting coil, 21, 21'... First coil part, 22, 22'... Second coil part, A1, A2...area of the coil surface, CL...center line, Dt...travel direction, Dw...winding direction, T1-T4...connection terminal

Claims (6)

A ground transducer including a receiving coil capable of receiving an ATS signal transmitted from a train,
The receiving coil includes a first coil portion wound in a 0-shape, and a second coil portion continuously wound in a 0-shape smaller than the first coil portion in the same winding direction as the first coil portion. It has a coil part;
The first and second coil parts are arranged one on top of the other in the vertical direction, and the centers of each are shifted in a direction perpendicular to the traveling direction of the train. The coil surface of the second coil section has an area that is 1/2 of the coil surface of the first coil section,
The second coil portion is disposed, in plan view, inside the first coil portion and on one side of a center line passing through the center of the first coil portion in a direction orthogonal to the traveling direction of the train. The ground coil according to claim 1. The second coil part is arranged below the first coil part,
The receiving coil has a support part that is disposed below the first coil part and on the opposite side of the second coil part with respect to the center line, and supports the first coil part. The ground element according to claim 2, wherein each coil surface of the first and second coil portions is held substantially horizontally by a support portion. The ground element according to claim 2, wherein the second coil section is arranged above the first coil section. The receiving coil is capable of receiving an ATS-S signal transmitted as an information wave from the train, and an ATS-P signal, which has a different frequency from the ATS-S signal and is transmitted as a power wave from the train. The ground element according to claim 1, which is configured. The beacon according to claim 1, wherein the beacon is configured to be able to output a signal indicating the receiving state of the ATS signal received by the receiving coil to a level crossing train detection device.