JP4170671B2 - Train signal supply system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train signal supply system that supplies a train control signal to a train via a track.
[0002]
[Background Art and Problems to be Solved by the Invention]
In a conventional ATS (Automatic Train Stop system), signals indicating signal display information and distance information are transmitted from a transponder ground element installed along a track, and a regulated speed pattern is generated in the on-board device. In addition, since the presenting information changes from moment to moment according to a change in the position of the preceding train (present line status), the ground unit needs to be configured as a power source ground unit that can variably set the presenting information.
[0003]
In such an ATS system, since information is transmitted from the ground unit, the on-board device can acquire information only at a position where the installed ground unit and the on-board unit are electromagnetically coupled. For this reason, in the section where precise control is required, the installation interval of the ground unit has to be shortened, resulting in the complexity and size of the system, which in turn increases the cost of installation and maintenance. .
[0004]
On the other hand, in the ATC (Automatic Train Control system), a signal indicating the regulated speed information is supplied to a track section obtained by further dividing the track of the section under jurisdiction, and the motor or brake is operated in the on-board device so as not to exceed the regulated speed. Be controlled.
[0005]
In such an ATC system, a signal supplier is provided corresponding to each track section, and the system must be enlarged. In addition, from the viewpoint of ensuring safety and high-speed operation, during normal operation, a track section without a train is secured between two track sections with a train. The number (operation rate) of the signal feeders that perform signal supply is a low value. Further, since the signal supplier is operated even when no signal is supplied for failure detection, energy consumption increases. That is, the conventional ATC system is a system with low energy efficiency.
[0006]
[Means for Solving the Problems]
A train signal supply system according to the present invention includes a train signal generation unit that generates a train signal supplied to each track section for a plurality of track sections, and a plurality of track sections in which the train exists. Preset to Regular time interval (Δt) And a train detection signal for detecting the presence or absence of a train in each track section within the jurisdiction section, and a train signal connection switching section for switching the track section as a supply destination of the signal generated by the train signal generation section A train detection signal generator for generating a train signal, a train signal receiver for receiving a train signal supplied to the track section, and a preset Regular time interval (δt) The train detection signal generator is connected to a plurality of track sections in sequence, and the detection connection switching unit for switching the track section as the supply destination of the train detection signal, and the train detection signal for receiving the train detection signal supplied to the track section A receiver, a controller for controlling the supply of train signals and train detection signals, and a train signal receiver The train signal received continuously and repeatedly at regular time intervals (Δt), And train detection signal receiver , Train detection supplied at regular time intervals (δt) From the signal The train Orbital section Leaving A train detection unit that detects the train detection unit, and when the train detection unit detects a train with the train detection signal reception unit, the control unit stops supplying the train detection signal to the track section. The Preset Regular time interval (Δt) To supply signals for trains Furthermore, the supply time zone for train signals and the supply time zone for train detection signals are alternately secured by a fixed time interval (Δt), and the train signal and the train detection signal are supplied in a time-sharing manner. The
[0007]
The present invention so Is The train detection unit detects that the train has left the track section when the train detection signal reception unit does not receive the train detection signal and the train signal reception unit does not receive the train signal. Ru Is preferred .
[0008]
According to the train signal supply system of the present invention, a train signal generated by one signal generation unit can be sequentially supplied to a plurality of track sections where the train exists. For this reason, it is not necessary to install a signal supply device for each track section, and the system can be further downsized and simplified. Further, energy consumption can be suppressed and energy efficiency can be improved. In addition, the train signal can be transmitted from the track to the train more quickly regardless of the installation position of the transponder.
[0009]
The train signal supply system according to the present invention is as follows. The control unit controls the detection connection switching unit and the train signal connection switching unit, and supplies the train detection signal and the train signal in a time-sharing manner. Is preferred Ru .
[0010]
In the present invention, The detection connection switching unit supplies train detection signals to each track section in a time-sharing manner. Is suitable Ru .
[0011]
In the present invention, the train Business The signal and / or train detection signal is preferably a digitally modulated signal. This can improve the amount of information transmitted by signals in the system. Ki The Moreover, the reliability of train detection can be improved as much as the signal identification accuracy is improved.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a train signal supply system 10 according to a first embodiment of the present invention will be described with reference to the drawings. First, the outline | summary of a structure of the signal supply system 10 for trains is demonstrated. FIG. 1 is a schematic configuration diagram of a train signal supply system 10.
[0013]
The jurisdiction section of the train signal supply system 10 is divided into a plurality (n) of track sections (1T to nT), and the train signal supply system 10 is connected to the track 14 of each track section (1T to nT). Supply train signals. The train signal supplied to the track 14 is received by the on-board antenna 16 provided in the train (vehicle) 12, and the on-board device 18 receives a drive mechanism (for example, a motor) or a braking mechanism based on the train signal. (For example, a brake) is controlled. The train signal includes data used by the on-board device 18 and is a signal that is a source of control of the drive mechanism and the brake mechanism, and includes, for example, a signal indicating whether or not the vehicle can proceed forward (for example, a signal for ATS, ATO (Automatic Train Operation system) signal, etc.), a signal indicating the train regulation speed (upper limit speed) (for example, ATC signal), and the like.
[0014]
The train signal supply system 10 includes, as the train signal supply mechanism 20, a control unit (for example, a CPU) 22, a train signal generation unit 24, an amplification unit 26, and a connection switching unit 28 (for example, a plurality of MOS-FETs). And a signal receiving unit 30 for trains.
[0015]
Among these, the train signal generation unit 24 digitally modulates the original data acquired from the control unit 22 (for example, FSK modulation), and the train signal for the track section where the train 12 exists (2T, nT in the example of FIG. 1). Is generated. Specific examples of data contents and generation timing of train signals will be described later.
[0016]
The amplification unit 26 is controlled by the control unit 22 and amplifies the train signal generated by the train signal generation unit 24 at an amplification factor corresponding to the track section (2T, nT in the example of FIG. 1) of the supply destination. (Variable gain amplifier). This amplification factor is determined, for example, according to the signal attenuation in each orbital section (1T to nT). Specifically, for a track section (1T to nT) having a long section length, the amplification factor is increased and the amplitude of the train signal is increased because the attenuation in the section is large. On the contrary, the amplification factor is reduced for the orbital section (1T to nT) having a short section length.
[0017]
In addition, the connection switching unit 28 is controlled by the control unit 22, and the train signal generation unit 24 (and the amplification unit 26) has a predetermined timing at a track section in which a train exists among a plurality of track sections (1T to nT). (2T, nT in the example of FIG. 1) is selectively connected. The plurality of terminals 28b of the connection switching unit 28 are respectively connected to the track section (1T to nT) via the signal supply line 32a, and the train signal is transmitted to the track section (1T via the signal supply line 32a. To nT). In the example of FIG. 1, the train signal generator 24 (and the amplifier 26) and the track section (2T or nT in the example of FIG. 1) are connected in a one-to-one relationship. For example, a plurality of connection switching units 28 shown in FIG. 1 may be provided in parallel so that a plurality of connections can be connected.
[0018]
The train signal receiver 30 receives a train signal from each track section (1T to nT) via the signal reception line 32b. The train signal receiving unit 30 further performs demodulation processing on the received train signal to acquire data included in the train signal. By the way, the signal supply line 32a is connected to one end side (for example, the front end in the traveling direction in FIG. 1) of one of the track sections (1T to nT) for each track section (1T to nT). On the other hand, the signal receiving line 32b is connected to the other end side of the track 14 (for example, the front end portion in the traveling direction in FIG. 1). When the train 12 exists in the track section (1T to nT), the track 14 to which the signal is supplied and another track (not shown) parallel thereto are short-circuited by the wheels and axles of the train 12. Thus, the train signal receiving unit 30 cannot receive the train signal. That is, with such a configuration, the train 12 in the destination track section (1T to nT) depends on whether or not the train signal supplied to the track section (1T to nT) can be received by the train signal receiver 30. The presence or absence of can be determined.
[0019]
The train signal supply system 10 includes, as a train detection mechanism, a control unit 22, a detection signal generation unit 34, an amplification unit 36, a connection switching unit 38 (for example, composed of a plurality of MOS-FETs, etc.), and a detection signal reception. The unit 40 is provided.
[0020]
Among these, the detection signal generation part 34 selects a frequency from the original data acquired from the control part 22, and produces | generates the detection signal for detecting the train 12 in each track area (1T-nT). Specific examples of the detection signal generation timing and the like will be described later.
[0021]
The amplification unit 36 is controlled by the control unit 22 and amplifies the detection signal generated by the detection signal generation unit 34 with an amplification factor corresponding to the orbital section (1T to nT) of the supply destination (variable gain amplifier). . This amplification factor is determined according to the signal attenuation in each orbital section (1T to nT), for example, as in the case of the amplification unit 26.
[0022]
The connection switching unit 38 is controlled by the control unit 22 and sequentially connects the detection signal generation unit 34 (and the amplification unit 36) to a plurality of track sections (1T to nT) at a predetermined timing. The plurality of terminals 38b of the connection switching unit 38 are connected to the track section (1T to nT) via the signal supply line 32a. In the present embodiment, the signal supply line 32a is shared by the train signal supply and the detection signal supply.
[0023]
Further, the detection signal receiving unit 40 receives a train signal from each track section (1T to nT) via the signal receiving line 32b. The presence or absence of the train 12 in the track section (1T to nT) of the supply destination can be determined depending on whether or not the detection signal supplied to the track section (1T to nT) is received by the detection signal receiving unit 40. In the present embodiment, the signal reception line 32b is shared by the train signal reception and the detection signal reception.
[0024]
Next, specific examples of supply / reception of train signals and detection signals by the train signal supply system 10 according to the present embodiment will be described with reference to FIGS.
[0025]
FIG. 2 is a diagram showing an example of supply (reception) of the detection signal sd and the train signal st when the train 12 is detected only in one track section (3T in FIG. 2) in the jurisdiction section. . In FIG. 2, the horizontal axis is the time axis, and in the figure, the rectangular frame indicates a burst of the train signal st or the detection signal sd, and the train signal st is hatched. In addition, a time zone indicated by only a line extending horizontally indicates that no signal is supplied. Further, among the bursts of the train signal st and the detection signal sd, the frames received by the train signal receiving unit 30 or the detection signal receiving unit 40 are indicated by solid lines, and the bursts not received are indicated by broken lines. It shows with.
[0026]
The detection signal sd is sequentially supplied to a plurality of orbital sections (1T to nT) at a preset timing. In the example of FIG. 2, the orbital section (1T to nT) to which the detection signal sd is supplied is sequentially switched in the order of 1T, 2T,..., NT at a constant time interval δt (for example, 30 ms). This can be said that the detection signal sd is supplied to a plurality of orbital sections (1T to nT) in a time division manner. With the control of the control unit 22, the operation of the detection signal generation unit 34, the amplification unit 36, and the connection switching unit 38 is sequentially switched at the time interval δt, so that it is easy to realize such signal supply. I understand. As described above, when the detection signal sd output from the train signal supply system 10 and supplied to the track section (1T to nT) is received by the detection signal receiver 40, the track section (1T to nT). In addition, the train 12 does not exist. The train signal st is not supplied unless the train 12 is detected by the detection signal sd.
[0027]
As the state in which the detection signal sd (sd1) output in the track section (1T to nT) is not received by the train signal receiving unit 30, the train 12 is detected in the track section (3T in FIG. 2) in the jurisdiction section. Then, the supply of the train signal st to the track section (3T in FIG. 2) is started at a preset timing. In the example of FIG. 2, the supply state of the train signal st for the track section 3T detected by the train 12 is the time when the first round of supply of the detection signal sd to the track section (1T to nT) starts (for example, the track section 1T). The time interval Δt (for example, 380 ms) from the supply start timing t1 of the detection signal sd to the end of the second round and the start of the third round (supply start timing t2 of the detection signal sd for the same orbit section 1T) Can be switched in units of 1 term). Note that the train signal st is continuously and repeatedly supplied within the term.
[0028]
In the present embodiment, in a period in which the train 12 exists in the track section (3T in FIG. 2) (that is, after the train 12 is detected in the track section 3T, the train 12 leaves the track section 3T and is not detected). ), The detection signal sd is supplied to the track section 3T together with the train signal st, and the presence or absence of the train 12 is detected by both of them. Thus, reliability can be improved by performing train detection using signals generated by a plurality of signal generation units (that is, the train signal generation unit 24 and the detection signal generation unit 34). In this case, in this embodiment, the train signal st and the detection signal sd are not superimposed and supplied simultaneously, but the train signal st supply time zone and the detection signal sd supply time zone are respectively set. The above-mentioned one term is alternately secured, and the train signal st and the detection signal sd are supplied in a time division manner. When these signals are supplied in a superimposed manner, it is necessary to provide a duplexer in the front stage of the system 10, particularly the train signal receiving unit 30 and the detection signal receiving unit 40. In the present embodiment, the superimposed supply is not performed, so that it is omitted, and the reliability is improved while suppressing the increase in size and complexity of the apparatus configuration. Note that it can be easily understood that the supply of the train signal st and the detection signal sd as described here is realized by the control unit 22 appropriately controlling each part of the system 10 at a predetermined timing. .
[0029]
FIG. 3 is a diagram illustrating an example of supply / reception of the detection signal sd and the train signal st when the train 12 is detected in a plurality of track sections (2T, 3T, and 4T in the case of FIG. 3) in the jurisdiction section. It is. In addition, about the notation method of a figure, it is the same as that of FIG. Further, since the switching of the supply destination of the detection signal sd is the same as in the case of FIG. 2, detailed description thereof is omitted here.
[0030]
The train signal st is sequentially supplied to a plurality of track sections (2T, 3T, and 4T) detected by the train 12 based on the detection signal sd at a preset timing. In the case of the example of FIG. 3, the track sections (2T, 3T, and 4T) to which the train signal st is supplied are sequentially switched in the order of (4T, 3T, and 2T) at a constant time interval Δt (for example, 380 ms). . It can be said that the train signal st is supplied to a plurality of track sections (2T, 3T, and 4T) in which the train 12 is detected in a time division manner.
[0031]
FIG. 3 shows the transition of the signal supply and signal reception status when the train 12 has already been detected in the track sections 3T and 4T and the train 12 is newly detected in the track section 2T. It is. In such a case, the supply of the train signal st to the track section 2T in which the train 12 is newly detected has priority over the supply of the train signal st to the track sections 3T and 4T in which the train 12 has already been detected. Is called. Specifically, the train signal st is supplied to the track section 2T at the earliest timing t3 (term) at which the train signal st can be supplied after the train is detected by the detection signal sd2 (sd) not being received. Thereby, the train signal st can be promptly transmitted to the train 12 that newly enters the track section 2T and needs to update the train signal st.
[0032]
As is clear from FIG. 3, for each track section (2T, 3T, and 4T) where the train 12 exists, the train signal st is supplied to another track section (for example, 3T or 4T in the case of 2T). In a certain time zone, the detection signal sd is supplied at a preset timing (for example, in the order of 1T, 2T,..., NT at a time interval δt). Then, the control unit 22 detects that the train 12 is not receiving the detection signal sd in the time zone, and is not receiving the train signal st in the supply time zone of the train signal st. And 4T).
[0033]
FIG. 4 is an explanatory diagram showing exit determination when the train 12 exits the track section (3T in FIG. 4). In addition, about the notation method of a figure, it is the same as that of FIG. 2 and FIG.
[0034]
As described above, in the present embodiment, the absence of the train 12 in the track section (3T in the example of FIG. 4) indicates that the signal supplied to the track section 3T (that is, the train signal st or the detection signal sd). Can be detected as being received by the receiving unit (train signal receiving unit 30 or detection signal receiving unit 40). This can be said to be sufficiently effective for reception of one signal. However, in the present embodiment, the control unit 22 determines that the train 12 has left when a signal is continuously received a predetermined number of times or more, or when a signal is continuously received for a predetermined time (ΔT) or more. In order to improve the reliability of exit discrimination. Furthermore, the train 12 leaves when both signals (train signal st and detection signal sd) generated by different signal generation units (that is, the train signal generation unit 24 and the detection signal generation unit 34) are received. By determining that it has been performed, it is possible to further improve the reliability.
[0035]
Next, with reference to FIG. 5 and FIG. 6, a specific operation example when the train signal supply system 10 according to the present embodiment is used as (a part of) the ATS system will be described. FIG. 5 is a schematic diagram of a device configuration on the train 12 related to the train signal supply system 10, and FIG. 6 is a diagram illustrating an example of a regulated speed pattern generated by the on-board device 18 based on the train signal. It is.
[0036]
As shown in FIG. 5, the train 12 includes an onboard device 18, an onboard antenna 16, an onboard child (transponder onboard) 42, and a speed generator 44.
[0037]
The train signal is information indicating whether or not it is possible to enter the destination side from the point at the signal setting position X0 (Fig. 6; for example, the exit of the track section that is currently present) in the traveling direction. (Stop), Y: Caution, G: Enterable). In the train signal supply system 10, the train signal is generated as a signal obtained by digitally modulating (for example, FSK modulation) original data including track information and identification information (identification ID), a CRC code, and the like along with the current information.
[0038]
The on-board device 18 receives the train signal supplied to the track 14 (track section) via the on-board antenna 16 and from the ground element (for example, a non-powered transponder ground element) 46 via the on-vehicle element 42. Thus, a signal indicating the distance to the signal setting position X0 (FIG. 6) (referred to as an onboard signal) is received. Specifically, this signal is, for example, a signal obtained by digitally modulating (for example, FSK modulation) original data including distance information and information indicating the magnitude of the gradient to the signal setting position X0, or identification information of the orbital section, and the like. .
[0039]
The on-board device 18 generates the regulated speed pattern P1 based on the information acquired by demodulating the train signal and the onboard signal. Here, for example, when the display information included in the train signal is R (cannot enter), the on-board device 18 uses the position of the ground element 46 as a reference, and the restriction speed = before the signal setting position X0. A regulated speed pattern P1 that generates V0 (for example, 5 km / h) and gradually decreases from regulated speed = V1 to V0 toward the signal setting position X0 is generated. When the train 12 is operated, the on-board device 18 calculates the current position as the distance from the ground element 46 based on the distance information acquired from the speed generator 44, and refers to the regulated speed pattern P1 at the present time (current Get the regulation speed at position). When the current speed acquired from the speed generator 44 exceeds the regulation speed, the brake or the motor is braked and the train 12 is decelerated so that the current speed is less than the regulation speed.
[0040]
When the presence status (existence status) of the train 12 changes in the track section on the far side, the interlocking device (not shown) changes the display information. In the interlocking device, when the display information at the signal setting position X0 is changed from R (impossible to enter) to Y (caution), the train signal supply system 10 immediately includes the display information of Y (caution). A train signal is generated and supplied to the train 12 at the earliest preset timing. Then, as shown in FIG. 6, the on-board device 18 releases the restriction speed pattern P1 from the time when this train signal is received (point X1; the position indicated by the broken line of the train 12), and sets the restriction speed to V1. In the conventional ATS system based on transponder transmission, change of the display information can be instructed only at the position where the ground unit is installed. However, according to the train signal supply system 10 according to the present embodiment, the track It is possible to reflect the change in the displayed information more quickly on the train operation via 14.
[0041]
Next, a signal supply mechanism 50 according to a second embodiment of the present invention will be described with reference to FIG. In the first embodiment, the train signal supply mechanism 20 connects the train signal generation unit 24 (and the amplification unit 26) and any of the track sections (1T to nT) by the connection switching unit 28. Although the signal supply destination has been switched, the signal supply mechanism 50 according to the present embodiment generates a signal (train signal or detection signal) having different characteristics depending on the track section, and selects and branches the signal. The signal is supplied to the target signal supply destination.
[0042]
The signal supply mechanism 50 according to the present embodiment includes a control unit (CPU or the like) 52, a signal generation unit 54, an amplification unit 56, and a signal selection unit 58.
[0043]
Among these, the signal generation part 54 carries out digital modulation (for example, FSK modulation) of the original data acquired from the control part 52, and produces | generates the signal (for example, signal for trains, or a detection signal) of a specific track area. Here, the signal generation unit 54 generates the signal as a signal having characteristics (for example, a frequency band) according to each orbital section (1T to nT). Specifically, for example, when the frequency bands of the signals are varied according to the orbital sections (1T to nT) and the frequency bands are set so as not to overlap in the adjacent orbital sections (1T to nT), The generation unit 54 generates a signal for a specific track section as a signal in a frequency band set for the track section. This is effective when the signal supply mechanism 50 is used in a track section (1T to nT; non-insulated track section) where the boundary is not insulated.
[0044]
Similarly to the first embodiment, the amplification unit 56 is controlled by the control unit 52, and the signal generated by the signal generation unit 54 is amplified at an amplification factor corresponding to the orbital section (1T to nT) of the supply destination. Amplify (variable gain amplifier).
[0045]
The signal selection unit 58 distributes the signal to the corresponding supply destination according to the signal characteristics. As described above, when the signal is a signal having a different frequency band according to the orbital section (1T to nT), the signal selection unit 58 passes the frequency band of each orbital section (1T to nT). (BPF) 60 is provided as a plurality. In this way, the signal generated by the signal generation unit 54 and amplified by the amplification unit 56 is selected according to the frequency band by the filtering BPF 60 and supplied to the orbital section (1T to nT) of the supply destination.
[0046]
As shown in FIG. 7, the signal supply mechanism 50 according to the present embodiment can be used as a mechanism for supplying a train signal to each track section (1T to nT). Moreover, although not shown in figure, the two signal supply mechanisms 50 which supply a signal to each track section (1T to nT) are configured in parallel, one of them is a mechanism for supplying a train signal, and the other is supplied with a detection signal. It can also be configured as a mechanism. Even in such a configuration, the control unit 52 controls the signal generation unit 54 to supply signals as illustrated in FIGS. 2 to 4 as described in the first embodiment. It will be easy to understand.
[0047]
The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. In the above embodiment, the train signal supply system is shown as an example of a system that supplies a signal including ATS current display information as a train signal. However, the present invention is not limited to this, and the train signal supply system is determined for each track section. The system may be constructed as a system for supplying ATC signals including regulated speed information (that is, a part of the ATC system), or as a part of the ATO system. In addition, the train signal supply mechanism may be a mechanism for supplying a train signal based on a train detection result by a conventional train detection system including a detection signal supply unit and a receiver for each track section (1T to nT). Good.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a train signal supply system according to an embodiment of the present invention.
FIG. 2 is a diagram showing an example of signal supply to each track section by the train signal supply system according to the embodiment of the present invention.
FIG. 3 is a diagram showing another example of signal supply to each track section by the train signal supply system according to the embodiment of the present invention.
FIG. 4 is a diagram showing another example of signal supply to each track section by the train signal supply system according to the embodiment of the present invention.
FIG. 5 is a diagram illustrating an example of a device configuration on a train related to the train signal supply system according to the embodiment of the present invention.
FIG. 6 is a diagram showing an example of a regulated speed pattern generated by the on-board device by the train signal supply system according to the embodiment of the present invention.
FIG. 7 is a schematic configuration diagram of a signal supply mechanism according to another embodiment of the present invention.
[Explanation of symbols]
10 Train signal supply system, 12 trains, 14 tracks, 16 on-board antenna, 18 on-board equipment, 20 train signal supply mechanism, 22 control section, 24 train signal generation section, 26, 36 amplification section, 28 connection switching Part, 30 train signal receiving part, 32a signal supply line, 32b signal receiving line, 34 detection signal generating part, 38 connection switching part, 40 detection signal receiving part, 42 vehicle upper element, 44 speed generator, 46 ground element, 50 signal supply mechanism, 52 control unit, 54 signal generation unit, 56 amplification unit, 58 signal selection unit, 1T to nT track section, sd detection signal, st train signal.

Claims (5)

A train signal generator for generating a train signal supplied to each track section for a plurality of track sections;
A train signal generation unit is sequentially connected to a plurality of track sections in which a train exists at a predetermined time interval (Δt) , and a track section as a supply destination of a signal generated by the train signal generation unit is defined. A train signal connection switching section to be switched;
A train detection signal generator for generating a train detection signal for detecting the presence or absence of a train in each track section in the jurisdiction section;
A train signal receiver for receiving a train signal supplied to the track section;
A detection connection switching unit that sequentially connects the train detection signal generation unit to a plurality of track sections at a predetermined constant time interval (δt) , and switches the track section as a supply destination of the train detection signal;
A train detection signal receiver for receiving a train detection signal supplied to the track section;
A control unit for controlling the supply of train signals and train detection signals;
Train signals received by the train signal receiving unit and continuously supplied repeatedly at a constant time interval (Δt), and trains received by the train detection signal receiving unit and supplied at a constant time interval (δt) A train detection unit that detects from the detection signal that the train has left the track section, and
Control unit, when the train detection unit detects the train by train detection signal receiving unit, in its track section, a train signal at by the stops supplying preset constant time interval of the train detection signal (Delta] t) Furthermore, the supply time zone of the train signal and the supply time zone of the train detection signal are alternately secured by a fixed time interval (Δt), and the train signal and the train detection signal are time-shared. train signal supply system according to claim Rukoto was supplied.   The train signal supply system according to claim 1, wherein the train detection unit is configured such that the train detection signal reception unit does not receive the train detection signal and the train signal reception unit does not receive the train signal. A train signal supply system for detecting that the train has left the track section.   The train signal supply system according to claim 2, wherein the control unit controls the detection connection switching unit and the train signal connection switching unit, and supplies the train detection signal and the train signal in a time-sharing manner. A signal supply system for trains.   4. The train signal supply system according to claim 1, wherein the detection connection switching unit supplies a train detection signal to each track section in a time division manner. 5. system.   The train signal supply system according to any one of claims 1 to 4, wherein the train signal and / or the train detection signal is a digitally modulated signal.

Images