JP3169167B2 - On-board equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an on-board device for detecting a change in track condition.

[0002]

2. Description of the Related Art In the field of vehicle control, track circuits are used for the purpose of directly or indirectly controlling signaling, point and other security devices. Track circuit, track (rail)
Is used as a part of an electric circuit, and vehicle detection is performed based on the presence or absence of a short circuit between gauges due to an axle. The track circuit is described in detail in pages 2 to 21 of "Electrical Introduction to Signals for Railway Engineers, Signal Series No. 9," Track Circuit "(published by Japan Railway Electric Technology Association).

[0003] In a track circuit including a level crossing, when an accident occurs at a level crossing, a track behind the path of the level crossing is usually short-circuited by a track short circuit. Due to this short circuit, the level of the track current flowing in the track circuit behind the track short circuit device is reduced.
The track current signal having a reduced level indicates the electromagnetic coupling between the upper arm of the onboard device provided in the vehicle and the track circuit when there is a vehicle traveling toward the railroad crossing where the accident occurred. Is received by the on-board device. When the reception level of the track current becomes lower than the minimum operation level, the on-board device determines that the state is the “short circuit execution state”. If the on-board device determines that "short circuit has been implemented," the result is reported to the driver. The driver controls the vehicle based on the notified determination result.

[0004] In the non-blocking operation, when the on-vehicle reception level becomes higher than a preset minimum operation level, it is determined that there is no preceding vehicle and there is a preceding vehicle.
It is determined that the preceding vehicle has moved to the next block.

Orbital currents generally differ greatly depending on the orbital circuit. However, ATC section and ATS-B
Adjustment of the orbital current is not performed in the general orbital circuit except the section. In addition, the orbital current fluctuates greatly depending on weather conditions.

Conventionally, as means for performing vehicle control based on the minimum operation level described above even under such conditions,
By setting the minimum operation level in correspondence with the orbital current value of the orbital circuit having the smallest orbital current value, it is possible to prevent an orbital current absence (no current detection) from being erroneously generated in all the orbital circuits at normal times. Was

However, in a track circuit having a large track current value, when a track is short-circuited by a track short circuit or a track break occurs, the reception level does not become lower than the minimum operation level. There has been a problem that it may not be possible to determine “short circuit execution state” or “no current”.

If the orbital current value of each orbital circuit is fixed,
Although the above problem can be solved, the maintenance cost of the track circuit is increased. In a normal ATS section,
It is practically impossible to maintain the current value of each track circuit so as to be substantially constant.

[0009]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a highly feasible on-vehicle device which does not need to manage the track current value to a substantially constant value.

Another object of the present invention is to provide an on-vehicle device capable of reliably detecting a track abnormality without being affected by a difference in track current or a weather change.

Yet another object of the present invention is to provide a non-blocking operation system that can reliably detect that a vehicle has exited a certain blockage without being affected by differences in track currents and weather fluctuations. It is to provide an on-board device.

It is yet another object of the present invention to provide an on-board device that does not require changes to existing ground equipment.

[0013]

In order to solve the above-mentioned problems, an on-vehicle apparatus according to the present invention includes a track current detecting circuit and a processing circuit, and detects a change in track state. The track current detection circuit detects a current flowing in the track and outputs a track current signal. The processing circuit receives the orbital current signal, and outputs an orbital change signal when the amount of change between the currently obtained orbital current signal and the previously obtained orbital current signal exceeds a predetermined value.

It is assumed that a vehicle having the above-described on-board device according to the present invention travels toward a railroad crossing and a track short-circuit device provided behind the track. When the track is normal, the current flowing in the track increases monotonically as the vehicle approaches railroad crossings and track shorts. The orbit current detection circuit outputs a monotonically increasing orbit current signal corresponding to the monotonically increasing current.

When a track short circuit is operated in response to a railroad crossing accident or the like and a short circuit occurs between tracks, most of the track current flows through the track short circuit, so that the track current flows behind the track short circuit than the track short circuit. Orbital current levels drop sharply. Therefore, the track current detection circuit which constitutes the on-board device of the vehicle traveling toward the track short circuit on the track behind the track short circuit, the track current whose level rapidly decreases from a monotonous increase Output a signal.

The processing circuit outputs an orbit change signal when the amount of change between the orbital current signal obtained this time and the orbital current signal obtained last time exceeds a predetermined value. When the track is short-circuited by the track short circuit in response to the railroad crossing accident, as described above, the track current signal obtained before the short-circuit by the track short circuit and the track current sharply reduced from this track current signal A signal is obtained. The processing circuit outputs a track change signal based on the amount of change in the level of the track current signal before and after the short circuit. Therefore, on the upper side of the vehicle, it is possible to detect that an abnormality has occurred in the track and that the track has been short-circuited by the track short-circuit device.

Here, the amount of change between the orbital current signal obtained this time (after a short circuit) and the orbital current signal obtained before (before a short circuit) is not affected by a difference in the orbital current or weather fluctuation. . For this reason, according to the on-board device according to the present invention, when the track is short-circuited by the track short-circuit device, the track short-circuit due to the track short-circuit device is surely prevented without being affected by the difference in the track current and the weather fluctuation. Can be detected. Therefore, it is not necessary to manage the orbital current value to a substantially constant value.

When the orbit is broken, no current flows through the orbit, so that a rapidly decreasing orbital current signal is obtained. Therefore, even in the case of such a track abnormality, the on-board device according to the present invention can reliably detect a track breakage without being affected by a difference in track current or a weather change by the operation of the processing circuit. Can be.

In the non-blocking operation system, even when the preceding vehicle moves from the same blockage as the following vehicle to the next blockage, a track current signal whose level rises sharply in the following vehicle is obtained. Therefore, even in such a vehicle driving system, the on-board device according to the present invention uses the processing circuit to determine that the vehicle has escaped from a blockage without being affected by a difference in track current or a weather change. It can be detected reliably.

The track current detection circuit detects the current flowing in the track and outputs a track current signal, as in the prior art.
An on-board device that does not require changing existing ground equipment is obtained.

The other features of the present invention and the operation and effect thereof will be described in more detail with reference to the accompanying drawings.

[0022]

FIG. 1 is a block diagram showing the configuration of an on-board device according to the present invention. The on-board device according to the present invention,
An orbital current detection circuit 1 and a processing circuit 2 are included to detect a change in orbital state. In the figure, reference numerals 31 and 32 denote tracks (rails) that constitute a track circuit, Is1 and Is2 denote track currents that constitute a signal current in the track circuit, and Im1 and Im2.
Is an electric vehicle current constituting a drive current of the motor. The track currents Is1 and Is2 have the same value and opposite directions, and the electric vehicle currents Im1 and Im2 have the same value and the same direction.

The orbital current detection circuit 1 includes orbital currents Is1, I
Detects s2 and outputs the orbital current signal S1. In the example shown in FIG. 1, the orbital current detection circuit 1 includes a pair of power receivers 111,
112, an adder 12, a filter circuit 13, and a level calculation circuit 14. A pair of power receivers 11
1 and 112 are electromagnetically coupled with the pair of rails 31 and 32, respectively, to generate voltage signals Vs1 and Vs2 corresponding to the orbital currents Is1 and Is2. The adder 12 outputs the voltage signal V
Each of s1 and Vs2 is inputted, the voltage signal Vs2 is inverted, added to the other voltage signal Vs1, and the added signal Va is output. The filter circuit 13 selectively passes the addition signal Va. The level calculation circuit 14 quantifies the level of the addition signal Va and outputs it as the orbital current signal S1.

The processing circuit 2 receives the orbital current signal S1 and sets the change ΔI (Db−Da) between the currently obtained orbital current signal S1 and the previously obtained orbital current signal S1 to a predetermined value Ik. When the value exceeds, the trajectory change signal S2 is output.
The processing circuit 2 outputs a trajectory change signal S2 indicating a trajectory abnormality when the change amount ΔI is negative, and outputs a trajectory change signal S2 indicating a trajectory normal return when the change amount ΔI is positive. The trajectory change signal S2 is set, for example, to be in the state “1” when the trajectory is abnormal, and to be in the state “0” when the trajectory is normal.

FIG. 2 is a diagram showing a configuration in which the on-board device according to the present invention is applied to an automatic train stop device (ATS device) using a commercial frequency track circuit. In the figure, the same reference numerals as those in FIG. 1 indicate the same components. Reference symbol TLT is a track transformer, Tr is a track resistor, ZB is an impedance bond, TR is a track relay, 4 is a vehicle,
5 is a railroad crossing, 6 is a track short circuit.

The track 3 is divided into a plurality of closed sections 1T to 3T, and the closed boundaries P1 and P2 are insulated. Each of the closed sections 1T to 3T is a track transformer T
A commercial frequency track circuit includes the LT, the track resistor Tr, the impedance bond ZB, and the track relay TR.
The operation of the commercial frequency track circuit is well known.

The closed section 2T includes the railroad crossing 5. When a railroad crossing accident occurs, the track short circuit device 6 is operated and the rail 3
1, 32 are short-circuited.

Although not shown, the ATS device controls the vehicle based on the track change signal S2 output from the on-board device. For example, a track change signal S indicating that the on-board device indicates a track error
2 outputs a control signal for emergency stop of the vehicle, and the on-board device changes the trajectory change signal S indicating that the trajectory returns to normal.
When the signal 2 is output, a control signal for canceling the emergency stop state is output.

FIG. 3 is a diagram showing an example of a track current signal input to a processing circuit constituting the on-board device. Figure 2
As shown in the vehicle having the on-board device according to the present invention,
The figure shows a case where a railroad crossing accident has occurred and the track short circuit device 6 has been operated while traveling toward the railroad crossing 5 and the track short circuit device 6 provided behind the track. In the figure, the horizontal axis indicates the traveling position of the vehicle 4, and the vertical axis indicates the reception level of the track current signal S1.

Hereinafter, the operation of the on-board device according to the present invention will be described with reference to FIGS. Vehicle 4 is in closed section 2
Before entering T, since the closed boundary P2 is insulated, the orbital currents Is1 and Is2 do not flow, and the orbital current signal S10 is in a no-signal state.

When the vehicle 4 enters the closed section 2T, track currents Is1 and Is2 flow due to short-circuit between the rails of the axle 411, and a track current signal S11 corresponding to the track currents Is1 and Is2 is input to the processing circuit 2.

The processing circuit 2 calculates the amount of change Δ between the currently obtained orbital current signal S11 and the previously obtained orbital current signal S10.
I1 (Db1-Da1) is obtained. Although the change amount ΔI1 exceeds the predetermined value Ik, the onboard device recognizes the traveling position of the train in advance, and thus determines that the vehicle has entered the blockage.

When the vehicle 4 travels in the closed section 2T toward the level crossing 5 and the track short-circuit device 6, the impedance Zt of the rails 31, 32 from the track current signal transmission end (P1) to the axle short-circuit position decreases, and the track The currents Is1 and Is2 increase. For this reason, the orbiting current signal S12 that monotonically increases is input to the processing circuit 2.

When the vehicle 4 is traveling toward the railroad crossing 5 and the track short circuit 6, an accident occurs at the railroad crossing 5, the track short circuit 6 is operated to the short-circuit side, and the rails 31 and 32 are short-circuited. In this case, a shunt circuit is formed by the track short circuit 6,
Most of the orbital current flows through the orbital short circuit 6. For this reason, the orbital current I that flows rearward of the course from the orbital short circuit 6
The amounts of s1 and Is2 sharply decrease, and the orbital current signal S13 whose level sharply decreases is input to the processing circuit 2.

The processing circuit 2 calculates the amount of change Δ between the orbital current signal S13 obtained this time and the orbital current signal S12 obtained last time.
I2 (Db2-Da2) is obtained. Since the change amount ΔI2 exceeds the predetermined value Ik, the trajectory change signal S2 indicating the trajectory abnormality is output. Therefore, on the upper side of the vehicle, it is possible to detect that an abnormality has occurred in the track and that the track has been short-circuited by the track short-circuit device. The ATS device outputs a control signal for emergency stop of the vehicle based on a track change signal S2 indicating a track error.

Here, the change amount ΔI2 between the orbital current signal S13 obtained this time and the orbital current signal S12 obtained last time is shown.
(Db2-Da2) is not affected by the difference in orbital current or the weather fluctuation. Therefore, according to the on-board device according to the present invention, when the rails 31 and 32 are short-circuited by the track short-circuit device 6, the track short-circuit device 6 is not affected by the difference in the track current and the weather fluctuation. An orbit short circuit can be reliably detected. Moreover, according to the operation of the processing circuit 2, there is no need to manage the track current values Is1, Is2 to almost constant values, so that a highly feasible on-board device can be obtained.

When the vehicle 4 further advances due to inertia,
Rails 31, 3 from the transmitting end (P1) to the axle short-circuit position
2, the impedance Zt decreases, and the orbiting current signal S14 that monotonously increases is input to the processing circuit 2. Vehicle 4
Stops at a point P3 behind the track short-circuit device 6.

When the processing of the railroad crossing accident is completed, the track short circuit 6 is operated to the release side, and the short circuit between the rails 31 and 32 is released, the shunt circuit by the track short circuit 6 is separated, and the track short circuit is performed. Orbital current Is that flows backward from the track
1. The amount of Is2 increases rapidly. Therefore, the processing circuit 2
Is supplied with an orbital current signal S15 whose level rises sharply.

The processing circuit 2 calculates the amount of change Δ between the orbital current signal S15 obtained this time and the orbital current signal S14 obtained last time.
I3 (Db3-Da3) is obtained. Since the change amount ΔI3 exceeds the predetermined value Ik, the trajectory change signal S2 indicating the trajectory normal return is output. Therefore, on the upper side of the vehicle, it is possible to detect that the abnormal track state has been released and that the short circuit state of the track due to the track short circuit has been released. The ATS device performs the following based on the orbit change signal S2 indicating the orbit normal return.
The control signal for releasing the emergency stop of the vehicle 4 is output. The vehicle 4 can travel in the closed section 2T assuming that the railroad crossing accident has been resolved.

When the vehicle 4 travels in the closed section 2T toward the closed boundary P1, the impedance Zt of the rails 31, 32 from the transmitting end (P1) to the axle short-circuit position decreases, and the track currents Is1, Is2 increase. For this reason, the orbital current signal S16 that monotonically increases is input to the processing circuit 2.

When the vehicle 4 advances in the closed section 2T, the track boundary Is is insulated, so that the track current Is
1, Is2 does not flow, and the orbital current signal S17 is in a non-signal state. At this time, the change amount ΔI4 (Db4−Da4) exceeds the predetermined value Ik, but it can be detected that the vehicle 4 has passed the closed boundary P1 based on the traveling distance or the like. For this reason, the processing circuit 2 does not output the orbit change signal S2 indicating the orbit abnormality.

Although not shown, when the track 3 is broken, no current flows through the track 3, so that a rapidly decreasing track current signal S1 is obtained. Therefore, the on-board device according to the present invention provides the processing circuit 2
By this function, it is possible to reliably detect the orbit break without being affected by the difference in the orbital current and the weather fluctuation.

FIG. 4 is a diagram showing a case where the on-board device according to the present invention is applied to a non-blocking driving system, and FIG. 5 is a diagram showing an example of a track current signal input to a processing circuit constituting the on-board device. It is. The figure shows the closed section 2 by the preceding vehicle 41.
In a state where T is short-circuited on the axle, the following vehicle 42 enters the closed section 2T, and thereafter, the preceding vehicle 41 moves into the closed section 1T.
, The case where the axle short-circuit state by the preceding vehicle 41 is released is shown. In the drawings, the same reference numerals as those in FIGS. 1 and 2 indicate the same components.

When the following vehicle 42 enters the closed section 2T, track currents Is1 and Is2 flow due to short-circuit between the rails of the axle 421, and a track current signal S11 corresponding to the track currents Is1 and Is2 is obtained. Most of the track current is diverted due to a short-circuit of the axle of the preceding vehicle 41, so that the amounts of the track currents Is1 and Is2 are small, and the level of the track current signal S11 is close to zero.

When the preceding vehicle 41 and the following vehicle 42 travel in the closed section 2T, the impedance Z of the rails 31 and 32 is increased.
As t decreases, the orbital currents Is1, Is2 increase, and a monotonically increasing orbital current signal S12 is obtained.

When the preceding vehicle 41 advances into the closed section 2T, the shunt circuit of the axle 411 of the preceding vehicle 41 is separated in the same manner as in the case of the short-circuit release by the axle short-circuit device (see FIG. 2). The amount of Is2 increases rapidly. Therefore, the orbital current signal S13 whose level rises sharply is input to the processing circuit 2.

The processing circuit 2 of the following vehicle 42 obtains a change amount ΔI5 (Db5−Da5) between the track current signal S13 obtained this time and the track current signal S12 obtained last time. Since the change amount ΔI5 exceeds the predetermined value Ik, the trajectory change signal S2 indicating the trajectory normal return is output. Therefore, the following vehicle 42 can detect that the preceding vehicle 41 has advanced into the closed section 2T, and can travel in the closed section 2T.

Therefore, even in the non-blocking operation system,
The on-board device according to the present invention can reliably detect that the preceding vehicle has exited from the closed section without being affected by the track current difference or the weather fluctuation by the operation of the processing circuit 2.

Further, when the succeeding vehicle 42 travels in the closed section 2T toward the closed boundary P1, the impedance Zt of the rails 31, 32 from the transmitting end (P1) to the axle short-circuit position.
Decrease, and the orbital currents Is1, Is2 increase. For this reason,
The processing circuit 2 receives a monotonically increasing orbital current signal S14.

When the following vehicle 42 enters the closed section 2T, the closed boundary P1 is insulated, so that the track currents Is1 and Is2 do not flow, and the track current signal S15 is in a no-signal state. At this time, the change amount ΔI6 (Db6−Da6) exceeds the predetermined value Ik, but the following vehicle 42
Can be detected as passing through the closed boundary P1. For this reason, the processing circuit 2 generates the orbit change signal S2 indicating the orbit abnormality.
Is not output.

In the example shown in FIG. 1, a pair of power receivers 111,
112 generates voltage signals Vs1 and Vs2 corresponding to the orbital currents Is1 and Is2, respectively, by electromagnetic coupling with each of the pair of rails 31 and 32. The adder 12 inverts the voltage signal Vs2 and adds the inverted signal to the other voltage signal Vs1.
a is output. According to this configuration, the electric vehicle currents Im1 and Im2 have no effect on the addition signal Va, and the addition signal Va based on the track current obtained by adding the track current Is1 and the track current Is2 can be obtained.

Since the filter circuit 13 selectively passes the addition signal Va, the influence of noise can be prevented.

The level calculation circuit 14 digitizes the level of the addition signal and outputs it as the orbital current signal S1, so that the change amount ΔI can be easily obtained in the processing circuit 2.

The processing circuit 2 includes a first storage section 21 and a second storage section 21.
, And a change amount determination unit 23. The first storage unit 21 stores data D of the orbital current signal S1 obtained last time.
a is stored. The second storage unit 22 stores the data Db of the orbital current signal S1 obtained this time. Change amount determination unit 2
3 obtains a change amount ΔI (Db−Da) based on the data Da and Db of the first storage unit 21 and the second storage unit 22,
When the change amount ΔI exceeds a predetermined value Ik, the trajectory change signal S2 is output. According to this configuration, a change in the orbital current Is can be easily extracted and processed.

When the processing circuit 2 processes the amount of change in an analog manner, it can be configured using a differentiating circuit.

The change amount determining section 23 includes a change amount detecting section 231.
, A first timer circuit 232 and a second timer circuit 23
3 is included. The change amount detection unit 231 is provided in the first storage unit 21.
And a change amount ΔI is obtained based on the data Da and Db in the second storage unit 22. When the change amount ΔI exceeds a predetermined value Ik and is negative, a first count signal is sent to the first timer circuit 232. And outputs a second count signal Sb to the second timer circuit 233 when the change amount ΔI exceeds a predetermined value Ik and is positive. First timer circuit 232
Counts a first count signal Sa, and when the count value reaches a predetermined value Ka, a trajectory change signal S indicating a trajectory abnormality.
21 is output (the state of the orbit change signal S21 becomes "1"). The second timer circuit 233 outputs the second count signal Sb
Is counted, and when the counted value reaches a predetermined value Kb,
An orbit change signal S22 indicating a normal orbit recovery is output (the state of the orbit change signal S22 becomes "1"). When the first timer circuit 232 outputs the orbit change signal S21 indicating the orbit abnormality, the second timer circuit 233 stops outputting the orbit change signal S22 indicating the orbit normal return (orbit change signal S22).
Is "0"). The same applies to the opposite case. According to this configuration, it is possible to prevent a change in the noise-like orbital current signal S1 from being detected. Further, it is also possible not to detect a change in the track current signal S1 due to a change in the axle short-circuit resistance during powering or braking of the vehicle 4.

If the change amount ΔI does not exceed the predetermined value Ik, the change amount detecting section 231 rewrites the storage contents of the first storage section 21 with the storage contents of the second storage section 22, and Is rewritten with the data input this time, and when the change amount ΔI exceeds a predetermined value Ik,
The contents of the first storage unit 21 are not rewritten,
The command signals Sc and Sd for rewriting the contents of No. 2 with the data input this time are stored in the first storage unit 21 and the second storage unit 2.
Feed to 2. According to this configuration, the predetermined value Ik is determined based on the time when the variation ΔI equal to or more than the predetermined value Ik is detected.
When the above-mentioned change amount ΔI is continuously obtained for a predetermined time, the trajectory change signal S21 indicating the trajectory abnormality or the trajectory change signal S22 indicating the trajectory normal return is output. Obtainable.

When the input data Da and Db become substantially zero, the change amount detecting section 231 sends a reset signal Rs to the first timer circuit 232 and the second timer circuit 233.
Is output. The first timer circuit 232 stops outputting the orbit change signal S21 indicating the orbit abnormality when the reset signal Rs is input. When the reset signal Rs is input, the second timer circuit 233 outputs a trajectory change signal S22 indicating a normal trajectory return. According to this configuration, when the vehicle 4 passes through the closed boundary P2, the output of the track change signal S21 indicating the track abnormality in the closed section 2T is stopped, and the track change signal S22 indicating the normal track return is output.
From the time when the vehicle enters the front closed section 1T
Orbital state change in the can be detected.

FIG. 6 is a block diagram showing another example of the on-board device according to the present invention. In the figure, the same reference numerals as those in FIG. 1 indicate the same components.

The processing circuit 2 includes a first storage section 21 and a second storage section 21.
, And a change amount determination unit 23. The first storage unit 21 stores a plurality of orbital current signals S1 within a predetermined time T1.
Of data D1 to Dn. The second storage unit 22
Data Dn + 1 to D2n of a plurality of orbital current signals S1 within a predetermined time T2 following the predetermined time T1 are stored. The change amount determination unit 23 individually adds the data D1 to Dn and Dn + 1 to D2n of the first storage unit 21 and the first storage unit 22, and calculates the difference between the added values SA and SB (SB-SA). Outputs a trajectory change signal S2 when exceeds a predetermined value Sk.

FIGS. 7 and 8 are diagrams for explaining the operation of the change amount determining section shown in FIG. In the drawing, the same reference numerals as those in FIG. 6 indicate the same components.

The change amount judging section 23 adds the data D1 to Dn of the first storage section 21 to obtain an added value SA1.
Is added to the data Dn + 1 to D2n in the storage unit 22 of
Find B1. Next, the difference between the added values SA1 and SB1 (SB1
-SA1) is determined to have exceeded a predetermined value Sk.
It exceeds a predetermined value Sk and the difference (SB1 -SA1)
) Is negative, the orbit change signal S2 indicating an orbit abnormality
Outputs 1. If the difference exceeds the predetermined value Sk and the difference (SB1 -SA1) is positive, the trajectory change signal S22 indicating the trajectory normal return is output.

If the value does not exceed the predetermined value Sk, the data in the first storage unit 21 and the second storage unit 22 are shifted at the next sampling. The data D2 to Dn + 1 in the first storage unit 21 are added to obtain an added value SA2, and the data Dn + 2 to D2n + 1 in the second storage unit 22 are added to obtain an added value S2.
Find B2. The difference between the added values SA2 and SB2 (SB2-S
It is determined whether or not A2) exceeds a predetermined value Sk. Less than,
The same processing as in the above case is performed.

According to this configuration, the same operation and effect as when the first timer circuit and the second timer circuit are provided can be obtained.

Further, the same can be obtained when a moving average is obtained based on the data in the first storage unit 21 and the second storage unit 22.

[0066]

As described above, according to the present invention, the following effects can be obtained. (A) It is not necessary to control the orbital current value to a substantially constant value,
A highly feasible on-board device can be provided. (B) It is possible to provide an on-vehicle device capable of reliably detecting a track abnormality without being affected by a difference in track current or a weather change. (C) Even in the non-blocking operation system, it is possible to provide an on-board device capable of reliably detecting that the vehicle has escaped from a certain blockage without being affected by a difference in track current or a weather change. (D) It is possible to provide an on-board device that does not require changing existing ground facilities.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of an on-board device according to the present invention.

FIG. 2 is a diagram showing a configuration when the on-board device according to the present invention is applied to an automatic train stop device using a commercial frequency track circuit.

FIG. 3 is a diagram illustrating an example of a track current signal input to a processing circuit configuring the on-board device.

FIG. 4 is a diagram showing a case where the on-board device according to the present invention is applied to a non-blocking operation system.

FIG. 5 is a diagram illustrating an example of a track current signal input to a processing circuit included in the on-board device illustrated in FIG. 4;

FIG. 6 is a block diagram showing another example of the on-board device according to the present invention.

FIG. 7 is a diagram illustrating the operation of a change amount determination unit shown in FIG.

FIG. 8 is a diagram for explaining the operation of the change amount determination unit shown in FIG. 6 in association with a track current signal.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Orbital current detection circuit 2 Processing circuit 3 Orbital Is orbital current S1 Orbital current signal Da Previously obtained orbital current signal data Db Orbital current signal data obtained this time ΔI Change amount Ik Predetermined value S2 Orbital change signal

Continuation of the front page (56) References JP-A-6-171509 (JP, A) JP-A-8-230670 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61L 1 / 18 B61L 23/16

Claims (9)

(57) [Claims] 1. An on-board device that includes a track current detection circuit and a processing circuit and detects a change in track state, wherein the track current detection circuit detects a current flowing in a track,
The processing circuit outputs the orbital current signal, and the orbital current signal is input, and the orbital change is performed based on an amount of change between the orbital current signal obtained this time and the orbital current signal obtained last time. An on-board device that outputs a signal. 2. The on-vehicle device according to claim 1, wherein the processing circuit outputs the track change signal indicating a track abnormality when the change amount is negative. 3. The on-board device according to claim 1, wherein the processing circuit outputs the track change signal indicating a normal track return when the change amount is positive. 4. The on-vehicle device according to claim 1, wherein the track current detection circuit includes a pair of power receivers, an adder,
A filter circuit and a level calculation circuit, wherein each of the pair of power receivers electromagnetically couples with each of the pair of orbits to generate a voltage signal corresponding to an orbit current, and the adder includes , Each of the voltage signals is input, one of the voltage signals is inverted and added to the other, and the added signal is output. The filter circuit selectively passes the added signal. The on-vehicle device, wherein the level calculation circuit quantifies the level of the addition signal and outputs the numerical value as the track current signal. 5. The on-board device according to claim 4, wherein the processing circuit includes a first storage unit, a second storage unit, and a change amount determination unit. A first storage unit for storing data of the orbital current signal obtained last time; the second storage unit for storing data of the orbital current signal obtained this time; The amount determining unit obtains an amount of change based on the data in the first storage unit and the second storage unit, and when the amount of change exceeds a predetermined value, indicates the orbit abnormal or the orbit normal return. An on-board device that outputs a change signal. 6. The on-board device according to claim 5, wherein the change amount determination unit includes a change amount detection unit, a first timer circuit, and a second timer circuit, The change amount detection unit obtains the change amount based on the data in the first storage unit and the second storage unit, and when the change amount exceeds a predetermined value and is negative, the 1
And outputting a second count signal to the second timer circuit when the amount of change exceeds a predetermined value and is positive, and outputting a second count signal to the second timer circuit. A first timer circuit that counts the first count signal and outputs the orbit change signal indicating an orbit abnormality when the count value reaches a predetermined value; the second timer An on-board device that counts the second count signal and outputs the track change signal indicating a normal track return when the count value reaches a predetermined value. 7. The on-vehicle device according to claim 6, wherein the change amount detection unit stores the content stored in the first storage unit when the change amount does not exceed a predetermined value. When the change amount exceeds a predetermined value, a command signal for rewriting the content of the second storage unit with the current data is written to the first storage unit when the change amount exceeds a predetermined value. And the second
On-board equipment to be supplied to the storage unit. 8. The on-board device according to claim 7, wherein the change amount detection unit is configured to control the first timer circuit and the second timer circuit when the data becomes substantially zero. When the reset signal is input, the first timer circuit stops outputting the orbit change signal indicating the orbit abnormality, and the second timer circuit restores the orbit normal. An on-board device that outputs the indicated track change signal. 9. The on-vehicle device according to claim 4, wherein the processing circuit includes a first storage unit, a second storage unit, and a change amount determination unit. The first storage unit and the second storage unit store data of a plurality of the orbital current signals within a predetermined time before and after each other, and the change amount determination unit includes the first storage unit and the second storage unit. An on-board device that individually adds the data in the second storage unit and outputs the track change signal when a difference between the added values exceeds a predetermined value.