JP2758426B2 - Non-insulated track circuit - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a non-insulated track circuit, in which a non-insulated boundary is defined by a short circuit between rails, and a capacitance element is provided between rails at a predetermined distance from the short circuit point. A parallel resonance circuit is formed by the capacitance element and the rail inductance between the connection point of the capacitance element and the short-circuit point, and a resonance circuit is formed in a non-insulated track circuit that transmits a signal to both ends of the capacitance element. By inserting a loop along the rail to be inserted in series with the transmitter, it is possible to eliminate the unreceivable section of automatic train control (hereinafter referred to as ATC) without impairing the performance of the non-insulated track circuit. Things.

<Conventional technology> The track circuit has an insulation type insulated for each section,
Two non-insulated types that do not insulate each section are known. FIG. 8 is a diagram showing a train detection system in an insulated track circuit, wherein 1 and 2 are rails constituting a track circuit, and 3 is a train. The track circuit is divided into sections 1T, 2T, 2T,... At appropriate intervals. The boundary of each section 1T, 2T, 3T is rail 1,
It is insulated by means such as inserting an insulator at the second joint. 4 is a transmitter and 5 is a receiver. The transmitter 4 and the receiver 5 are respectively arranged near the insulating boundaries on both ends of each section 1T, 2T, 3T.

Considering the case where the train 3 enters the section 2T from the section 3T, for example, the signal transmitted from the transmitter 4 is received by the receiver 5 through the rails 1 and 2 before entering the section 2T. However, when the train 3 enters the section 2T from the section 3T, the rail 1-2 in the section 2T by the axle 31.
The connection is short-circuited, and the signal transmission from the transmitter 4 to the receiver 5 is interrupted. Therefore, the entry of the train 3 into the section 2T can be detected based on whether or not the receiver 5 has received the transmission signal.

However, when an insulated track circuit is used, it is necessary to perform a process such as inserting an insulator between the joints of the rails 1 and 2, so that the work of attaching the rail becomes troublesome, and the insulator is damaged, a leak due to poor insulation, and the like. Problem easily occurs.

On the other hand, the non-insulated track circuit does not have the above-mentioned problems. FIG. 9 is a diagram showing a conventional train detection using a non-insulated track circuit. First, rails 1 and 2 are each section 1T,
Continuous 2T and 3T without insulation. Then, for each predetermined distance, the rails 1-2 are short-circuited by the rail-to-rail short circuit 6 to define non-insulated boundaries, and sections 1T, 2T, and 3T are set.
Rails 1-2 on both sides of the short-circuit point by the rail-to-rail short circuit 6
The capacitance elements 7 and 8 are connected at predetermined distances l _S and l _R from the short-circuit point. The transmitter 4 is connected to both ends of the capacitance element 7, and the receiver 5 is connected to both ends of the capacitance element 8.

The capacitance element 7 is a rail part 1 having a distance l _S
The parallel resonance circuit is calibrated together with the inductances of the rails 1 and 21, and the capacitance element 8 constitutes the parallel resonance circuit with the inductance of the rail portions 12 and 22 having a distance l _R. Below, the rail part 1 which is the distance l _S
The rail portions 12, 22 having 1, 21 and the distance l _R are referred to as resonance rails.

In the conventional example of FIG. 9, when attention is paid to the section 2T, before the train 3 enters the section 2T from the section 1T, the signal transmitted from the transmitter 4 provided in the section 2T includes the capacitance element 7, Transmitted to the rails 1 and 2 through a parallel resonance circuit by the resonance rails 11 and 21 and the short circuit between rails 6;
The signal is received by the receiver 5 provided in the section 2T.
When the train 3 enters the section 2T and the rails 1-2 in the section 2T are short-circuited by the axle 31, the signal transmission from the transmitter 4 to the receiver 5 in the section 2T is interrupted by the axle short circuit. Therefore, according to the reception state of the receiver 5 provided in the section 2T,
The entry of the train 3 into the section 2T and the train advance from the section 2T can be detected. FIG. 10 is a diagram showing vehicle detection in accordance with the position of the non-insulated track circuit of FIG. 9, and FIG.
Vehicle detection in section 2T, FIG. 10 (b) shows vehicle detection in section 3T. P ₁ represents a train enters the detection point into sections 2T, P ₂ is a train entering the detection point from the interval 2T, P ₃ is a train enters the detection point into sections 3T respectively. Train entry point
P ₁ is located near the middle of the resonance rails 12 and 22, the train advances detection point P ₂ is located near the middle of the resonance rails 11 and 21. Therefore, considering the adjacent section 2T and section 3T, the section 2T
Between the train entering the detection point P ₂ and the train enters the detection point P ₃ of the section 3T, train detection dead zone A that can not train detection has occurred.

Referring to FIG. 9 again, the train 3 includes an on-board child 32 connected to an ATC on-board device. The on-board child 32 receives the ATC signal transmitted from the transmitter 4 and Decrypt by upper device. FIG. 11 is a diagram showing a change characteristic of the reception level of the ATC signal received by the ATC on-board device, which is shown in accordance with the position of the non-insulated track circuit in FIG. ATC ₂ indicates a change characteristic of the ATC signal reception level in the section 2T, and ATC ₃ indicates a change characteristic of the ATC signal reception level in the section 3T. V _S indicates the threshold level of the ATC signal. In section 2T, train 3 approaches the free isolation boundary between the period 1T and the section 2T, at position P ₄ which ATC signal reception level exceeds the threshold level V _S, and starts receiving the ATC signal, the capacitance in position P ₅ with element 7, ATC
The signal reception ends. In section 3T, train 3 approaches the free isolation boundary between the period 2T and the section 3T, ATC signal reception level at the position P ₆ beyond the threshold level V _S, starts the ATC signal received. Therefore, when considering the adjacent section 2T and the section 3T, between the reception start point P ₆ of the receiving end point P ₅ and the section 3T interval 2T, resulting the ATC signal unreceivable section B can not receive ATC signal ing.

<Problems to be Solved by the Invention> As described above, in the conventional non-insulated track circuit, as shown in FIGS. 10 and 11, a train detection dead zone A and an ATC signal reception disabled zone B occur. Of these, train detection dead zone A
With regard to, if the distance is equal to or less than the distance between the inner wheel axles of the train having self-propulsion, the train is not lost in the train detector section A, and there is no problem in train car operation. However, when the section B in which the ATC signal cannot be received occurs, the ATC is instructed to stop, so that the train 3 cannot run. Conventionally, in order to avoid such a situation, the ATC signal must be retained at the time of recovery of the onboard receiver, and the running speed near the boundary must be specified, or the vehicle must not be stopped near the boundary. It had to be a hassle.

Therefore, an object of the present invention is to provide a non-insulated track circuit that does not generate an ATC signal unreceivable section.

<Means for Solving the Problems> In order to solve the above-described problems, in the non-insulated track circuit according to the present invention, non-insulated boundaries are set at a distance from rails constituting a railway line, and each non-insulated boundary is set. Is defined by a rail-to-rail short circuit, a capacitance element is connected between the rails at a predetermined distance from the short-circuit point, and the capacitance element is connected to the rail between the connection point and the short-circuit point. A resonance circuit is formed together with the inductance having the loop, a loop is provided along a rail between a connection point of the capacitance element and a short-circuit point, and the capacitance element and the loop form a series circuit. And is connected to the transmitter.

<Operation> A loop is provided along the rail between the connection point of the capacitance element and the short-circuit point, and the capacitance element and the loop form a series circuit and are connected to the transmitter. Even if the train enters the resonance rail and the resonance rail is short-circuited at the axle of the train, the ATC signal can be received on the upper side of the vehicle through the inductive coupling between the loop and the upper child. For this reason, an ATC signal unreceivable section does not occur.

<Embodiment> FIG. 1 is a diagram showing a configuration of a non-insulated track circuit according to the present invention. In the figure, the same reference numerals as those in FIG. 9 indicate identical components. 9 is a loop. The loop 9 is provided along the resonance rails 11 and 12 between the connection point of the capacitance element 7 on the transmission side and the short-circuit point. The capacitance element 7 and the loop 9 form a series circuit and are connected to the transmitter 4.

With the above configuration, even when the train 3 enters the resonance rails 11 and 21 on the transmission side and the resonance rails 11 and 21 are short-circuited by the axle 31 of the train 3, the loop 9 and the vehicle upper body 32 are connected. ATC signals can be received on the upper side of the vehicle through inductive coupling between them. Therefore, an ATC signal unreceivable section does not occur.

FIG. 3 is a diagram showing a reception level change characteristic of an ATC signal received by the ATC on-board device, which is shown in accordance with the position of the non-insulated track circuit of FIG. ATC ₂ is ATC in section 2T
Change characteristics of signal reception level, ATC ₃ is ATC in section 3T
The graph shows the change characteristics of the signal reception level. V _S
It shows the threshold level of ATC signal reception.

In section 2T, train 3 approaches the free isolation boundary between the period 1T and the section 2T, ATC signal reception level at the position P ₄ beyond the threshold level V _S, starts reception. Even if the train 3 passes through the connection point of the capacitance element 7 and enters the resonance rails 11 and 21, the reception level of the ATC signal is maintained at a value higher than the threshold level V _S by the loop 9. The position where the ATC signal becomes equal to or lower than the threshold level V _S is when the train 3 reaches the position P ₇ of the non-insulated boundary between the section 2T and the section 3T.

On the other hand, in the section 3T, at the position P ₆ of the prior train 3 reaches the non insulated boundary between the period 2T and the section 3T, already received level of the ATC signal exceeds the threshold level V _S . Therefore, an ATC signal reception disabled section does not occur at the boundary between the section 2T and the section 3T. The same applies to other boundaries.

In the configuration described above, as shown in FIG. 2, between the train entering the detection point P ₂ and the train enters the detection point P ₃ of the section 3T interval 2T, train detection dead zone A that can not train detection occurs.
However, as described above, if the train detection dead zone A is equal to or less than the distance between the inner wheel axles of the train having self-propulsion, the train is not lost in the train detector zone A, and there is no problem in train operation. . FIG. 2 is a diagram showing vehicle detection in accordance with the position of the non-insulated track circuit of FIG. 1, and FIG.
FIG. 2 (b) shows vehicle detection in section 3T.

FIG. 4 shows actual data in the embodiment of FIG. In the figure, the 2T transmission end corresponds to the connection position of the capacitance element 7 arranged in the section 2T, and the 3T reception end corresponds to the connection point of the capacitance element 8 arranged in the section 3T. The distance between the 2T transmitting end and the 3T receiving end is about 11 m, and a non-insulated boundary is set at about the middle. This data was obtained with a train running speed of 5 km / h, an ATC signal frequency of 10 KHz in section 2T, an ATC signal frequency of 12.5 KHz in section 3T, and a rail current of 60 mA.

If the difference between the ATC signal in section 2T and the ATC signal in section 3T is 6 dB or more, and the rail current is at a level of 60 mA or more, there is a threshold level for ATC signal reception.
The ATC signal reception end position in 2T is the ATC in section 3T.
It is located at a position about 0.5m delayed from the signal reception start position, and
It can be seen that the section where the ATC signal cannot be received has disappeared at the boundary between 2T and section 3T.

From the viewpoint of eliminating the section in which the ATC signal cannot be received, the loop 9 may be a twisted loop or a loop that is not twisted (hereinafter referred to as a non-twisted loop). However, a twisted loop is desirable from the viewpoint of improving the short-circuit sensitivity at the transmission point. The embodiment of FIG. 1 shows the twisted loop 9 selected from such a viewpoint.

Next, the difference in the short-circuit sensitivity between the case where a twisted loop is used as the loop 9 and the case where a non-twisted loop is used will be described.

FIG. 5 shows a non-insulated track circuit diagram using a non-twisted loop, and FIG. 6 shows a non-insulated track circuit using a twisted loop.

The short-circuit sensitivity of any point | V _s / V _n | is | V _s / V _n | = 1 / | 1 + Z _n / R _s | where V _n ; rail-to-rail voltage without short-circuit V _s ; Rail-to-rail voltage R _s ; short-circuit resistance Z _n ; short-circuit point impedance.

In the method using a non Hineka loop of FIG. 5, the short-circuit point impedance Z _n at the point a-a, Where Z _a ; the signal reducing impedance of the transmitter K ₀ ; the coupling coefficient between the loop and the rail N; the number of turns of the loop Z _s ; the impedance as seen from the point aa on the receiver side On the other hand, as shown in FIG. in the method using the first Hineka loop 9 forming the loop and a second loop that Hineka at the midpoint, the short-circuit impedance Z _n at the point a-a, Where Z _a ; the signal source impedance of the transmitter K ₁ ; the coupling coefficient between the first loop and the rail K ₂ ; the coupling coefficient between the second loop and the rail N; the number of turns of the first and second loops Z _s ; It is expressed as impedance when the receiver side is viewed from aa. Since Hineka loop 9 is Hineka substantially intermediate, the coupling coefficient K ₁ and the coupling coefficient K ₂ is substantially equal.

As a specific example, the short-circuit resistance of the non-twisted loop and the twisted loop when Z _a = 20Ω, Z _s = 20Ω, K ₀ = 0.9, K ₁ = K ₂ = 0.6 N = 1
| V _s / V _n | for R _s is shown in FIG.

As shown in FIG. 7, it is clear that the value of | V _s / V _n | for the twisted loop is lower than that of the non-twisted loop for the same short-circuit resistance value, and the short-circuit sensitivity is excellent. For example, when the short-circuit resistance R _s = 1Ω, | V _s / V _n | of the untwisted loop is about 0.19, whereas | V _s / V _n | of the twisted loop is about 0.05.
Judging from the normal train detection that detects the train in the normally closed state, the twisted loop is approximately
3.8 times (0.19 / 0.05), the short-circuit sensitivity is excellent.

The rail-to-rail short circuit 6 can be configured by connecting any number of conductors such as wires or series resonators between the rails 1-2. From the viewpoint of the basic operation of the rail-to-rail short-circuit, the rail-to-rail short circuit 6 can be constituted by a single conductor or a series resonator.
It is desirable to configure as a plurality of circuits. Loop 9
It is also effective to insert a capacitance element 10 in series with the loop 9 as a means for reducing the reactive power due to the inductance of.

<Effect of the Invention> As described above, the present invention connects a capacitance element between rails at a predetermined distance from a short-circuit point defining a non-insulating boundary, and connects the capacitance element with the connection point and the short-circuit point. With the inductance of the rails, a resonance circuit is formed, and a loop is provided along the rail between the connection point of the capacitance element and the short-circuit point, and the capacitance element and the loop form a series circuit. Since it is connected to the transmitter, it is possible to provide a non-insulated track circuit capable of eliminating the ATC unreceivable section without impairing the performance of the non-insulated track circuit.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a non-insulated track circuit according to the present invention,
FIG. 2 is a diagram showing vehicle detection adjusted to the position of the non-insulated track circuit of FIG. 1, and FIG. 3 is a diagram showing A received by an ATC on-board device.
FIG. 4 is a diagram showing a received level change characteristic of a TC signal, FIG. 4 is a diagram showing actual data in the embodiment of FIG. 1, FIG. 5 is a non-insulated track circuit diagram using a non-twisted loop, and FIG. Non-insulated track circuit diagram using a twisted loop, FIG. 7 shows | V _s / V _n | of a twisted loop and a non-twisted loop, and FIG. 8 shows a train detection method in an insulated track circuit. , FIG. 9 is a diagram showing conventional train detection using the non-insulated track circuit, FIG. 10 is a diagram showing vehicle detection adjusted to the position of the non-insulated track circuit in FIG.
FIG. 11 is a diagram showing a reception level change characteristic of an ATC signal received by the ATC on-board device. 1, 2, rail 3, train 4 transmitter 5, receiver 6 short circuit between rails 7, 8, capacitance element 9, loop

──────────────────────────────────────────────────続 き Continued on the front page (72) Katsuichi Inose Inventor 3322-56, Yakushi-ji Temple, Minamikawachi-cho, Kawachi-gun, Tochigi Prefecture (72) Tatsumi Wada 3-25-26, Kaidomachi, Gyoda-shi, Saitama Prefecture (72) Inventor Minoru Toda 89-22 Hikarigaoka, Kashiwa City, Chiba Prefecture (72) Inventor Koji Hayashi 24, Kinugasa Kagamiishicho, Kita-ku, Kyoto-shi, Kyoto (56) References JP-A-56-13255 (JP, A) JP-A-57-104461 (JP, A) Actual opening 50-127804 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) B61L 1/00-23/34

Claims (3)

(57) [Claims] A non-insulated boundary is set at a distance from a rail constituting a railway line, and each non-insulated boundary is defined by a short-circuit between rails. A capacitance element is connected between the rails, and the capacitance element forms a resonance circuit with an inductance of the rail between the connection point and the short-circuit point, and a connection point and the short-circuit point of the capacitance element A loop is provided along a rail located between the capacitance element and the loop, and the capacitance element and the loop form a series circuit and are connected to a transmitter. 2. The non-insulated track circuit according to claim 1, wherein said loop is twisted. 3. The non-insulated track circuit according to claim 1, wherein a capacitance element for canceling the inductance of the loop is connected in series with the loop.