JP4969307B2 - Train detector - Google Patents

Description

  The present invention relates to a track detection device of a track circuit system in the railway field, and more particularly to a train detection device of a time division transmission method and a parallel reception method. In such a train detection device, time-division transmission of a train detection signal of a predetermined frequency is performed cyclically, and the presence or absence of a train on each track circuit is detected at any time, and an interference wave to each track circuit is detected. The presence or absence of is also detected. Since the train detection signal is transmitted in a transmission pattern selected in advance, the repetition time of the transmission pattern is called “cycle time”, and the basic unit time of the transmission pattern is called “slot time (frame time)”. The slot time is constant and common to all track circuits, but the cycle time may or may not be the same for each track circuit. “Transmission execution time” and “transmission stop time” are a positive integer multiple of the slot time, and the cycle time is also a positive integer multiple of the slot time.

In addition, the term “on-line detection time” in the railroad field means that when a train enters a certain track circuit, the detection state of the presence / absence of the train switches from the non-on-line state (no train) to the on-line state (with train). It means an allowable delay time, and is determined with a goal of 500 ms or less for most routes. This on-line detection time is also referred to as train entry time or fall time element.
In addition, the term “non-existing line detection time” in the railway field is used when the train presence / absence detection state is switched from the non-existing state to the existing line state in order to confirm the advance of the train when a train leaves a certain track circuit. Means waiting time. In order to reliably detect that the train has advanced on the track circuit, it is monitored that the state where the train has advanced for a certain period of time. This certain period of time is referred to as a non-existing line detection time. This out-of-track detection time is longer than the on-line detection time, and is determined to be about 2000 ms for most routes, and is also referred to as train advance time, operating time element, and uphill time element.

  In the train detection device, when a train enters a certain track circuit, the train presence / absence detection state is quickly switched from the non-present state to the present state within at least the presence line detection time, while the train advances from a certain track circuit. When it is detected, the train presence / absence detection state is not immediately switched from the on-line state to the non-on-line state, but the train advancing state is monitored over the non-on-line detection time. After confirming, the detection state of the presence / absence of the train is switched from the on-line state to the non-on-line state.

A train detection apparatus that performs time-division transmission and parallel reception on a plurality of track circuits is known (see, for example, Patent Document 1 and Non-Patent Document 1). The train detection device sends train detection signals to a plurality of track circuits in a time-sharing and cyclic manner, and receives the train detection signals from each track circuit in parallel, and transmits the train detection signals. Is a device that detects the presence or absence of a train on each track circuit and the presence or absence of an interfering wave on each track circuit based on the presence or absence and reception of commercial power generated by the device itself as a train detection signal An oscillation signal having a frequency higher than the commercial frequency is used, and the time division transmission is performed in a complete time division with no simultaneous transmission at least for the same frequency. In the train detection signal transmission pattern, the slot time, transmission execution time, and transmission stop time are shorter than the presence line detection time.
It is like that.

Hereinafter, with regard to a specific configuration of such a conventional train detection device, a portion useful for explaining the present invention will be described with reference to the drawings.
4A is a block diagram showing a circuit configuration of the train detection device 10, and FIG. 4B is a time chart excerpting a part of a transmission pattern of a train detection signal by the control unit 20.

  This train detection apparatus 10 (see FIG. 4A) includes a transmitter 11 for generating an oscillation signal having a frequency f1 and an oscillation signal having a frequency f2 as transmission means for cyclically transmitting a train detection signal in a time division manner. A transmitter 12 that generates a train detection signal, a switching device 13 that inputs those oscillation signals and outputs one of them as a prime of a train detection signal, and a power amplifier that amplifies the prime signal to a train detection signal. 15 and a transmission selection circuit 16 for selecting the transmission destination of the train detection signal one by one from the track circuits 1T to 12T of the track 8 and sending the train detection signal only to the track circuit. Yes.

  The train detection device 10 is provided as a receiving means for receiving train detection signals from the track circuits 1T to 12T in parallel, and is provided with about the same number as the track circuits 1T to 12T. A plurality of receiving circuits 21 for receiving a train detection signal from the corresponding track circuit and measuring the reception level, and a receiving selection circuit 22 for selecting one of the received signals, A / D conversion circuit 23 that converts the received analog reception signal into a digital reception signal A (more specifically, a digital value of the reception level of reception signal A), and the presence / absence of transmission and reception related to the train detection signal And the presence / absence of a train on each of the track circuits 1T to 12T is determined to generate the train presence / absence detection signal B, and each track is determined based on the presence / absence of transmission and reception of the train detection signal. Each track circuit 1T to 12T is determined according to the determination unit 24 that determines the presence or absence of an interference wave on the roads 1T to 12T and generates the interference wave presence / absence detection signal C, and the train presence / absence detection signal B and the interference wave presence / absence detection signal C. And an output unit 25 for driving the track relay and generating monitor display information.

  Furthermore, the train detection apparatus 10 also includes a control unit 20 that controls the operation of the circuit described above, and transmission and reception of train detection signals are performed in synchronization according to the control. Specifically, although the frequencies f1 and f2 are different from each other, they are either commercial power 50 Hz or 500 Hz to 700 Hz which is higher than 60 Hz, and the switching by the switch 13 is performed every cycle time D (FIG. 4 (b)). If the idling time set arbitrarily is ignored, the cycle time D is divided into twelve slot times E corresponding to the number of track circuits 1T to 12T. Since the circuit is sequentially changed every slot time E, the transmission stop time G is 11 times the slot time E, and the transmission execution time H is the same as the slot time E.

  The slot time E is about 70 ms when performing simultaneous transmission of the frequencies f1 and f2 (see Non-Patent Document 1). Then, the cycle time D is 70 × 12 = 840 ms, the transmission stop time G is 70 × 11 = 770 ms, the transmission execution time H is 70 × 1 = 70 ms, and the transmission stop time is longer than the existing line detection time of about 500 ms. The train cannot be detected in time. Therefore, in practice, the track circuits 1T to 12T are divided into two groups of 1T to 6T and 6T to 12T, and the frequencies f1 and f2 are simultaneously transmitted to each track circuit, thereby reducing the transmission stop time to 35 ×. 11 = 385 ms, which is shorter than the existing line detection time (see Non-Patent Document 1).

  On the other hand, reception of train detection signals by the respective reception circuits 21 is performed at any time. Selection of the reception signal by the reception selection circuit 22, output of the reception signal A by the A / D conversion circuit 23, and train by the determination unit 24 The generation of the presence / absence detection signal B and the interference wave presence / absence detection signal C is repeated every slot time E, but is performed 12 times in each slot time E corresponding to each of the track circuits 1T to 12T. For the track circuit that is transmitting the train detection signal, when the signal reception state of the reception signal A is “signal present (A: 1)”, the train presence / absence detection signal B is “no train (B: 0)”. When the signal reception state of the reception signal A is “no signal (A: 0)”, the train presence / absence detection signal B is set to “train present (B: 1)”. However, the train presence / absence detection signal B is changed from “with train” to “without train” after confirming the continuation of the non-existing line detection time or more.

On the other hand, for the track circuit in which the transmission of the train detection signal is stopped, when the signal reception state of the reception signal A is “signal present (A: 1)”, the jamming wave presence / absence detection signal C is “having a jamming wave ( C: 1) ”, and when the signal reception state of the received signal A is“ no signal (A: 0) ”, the interference wave presence / absence detection signal C is set to“ no interference wave (C: 0) ”.
In this way, based on the presence or absence of transmission related to the signal for train detection and the presence or absence of reception, not only the presence or absence of a train on each track circuit, but also the presence or absence of interfering waves to each track circuit, In the train detection device 10, an error operation due to interference such as noise is avoided, and the presence or absence of a train is accurately detected, so the degree of security and safety are improved.

  In addition to the train detection device 10 described above, a device that uses commercial power AC100V as a train detection signal with a commercial frequency f3 of 50 Hz or 60 Hz has been conventionally used, which includes a commercial track circuit, a commercial frequency track circuit, It is called a commercial frequency orbit circuit (for example, see Non-Patent Documents 2 and 3). In this commercial frequency track circuit, a track transformer is provided on the transmission side to the corresponding track circuit, a track relay is provided on the reception side of the track circuit, and transmission and reception of train detection signals are continuously performed. It has become. In order to adjust power consumption and prevent overcurrent, an appropriate orbital resistor (current limiter, protective resistor) is often attached to the transmission side.

JP-A-6-127387 (Patent No. 3340769) Published by Japan Railway Electrical Engineering Association, “Railway and Electrical Technology” February, 1998 issue, P32-37 “Practical use of train detection device (MTD type)”, author: Yoshinori Harima, Takamichi Naito, Nobuo Kitamura, Hidetaka Saegusa・ Kaneko Takashi Eiji Itakura “Track Circuit”, Signal Safety Association Publishing, October 30, 1971, p42-44 “3.1 Commercial Frequency AC Track Circuit”, p55 “AC Track Relay” “Track Circuit (Revised)” published by Japan Railway Electrical Engineering Association, April 10, 2002, P21-23 “4.3 Commercial Frequency Track Circuit”, p60-68 “6.1 AC Track Relay”

  In the above-described conventional device for detecting a train on a track circuit, in the case of the time division transmission method and the parallel reception method, it is possible to detect the presence or absence of a train on each track circuit and to detect the presence or absence of an interference wave on each track circuit. It is possible to avoid mistakes caused by interference such as noise, so there is an advantage that safety and safety are high, while a power amplifier is incorporated to generate a train detection signal with a frequency higher than the commercial frequency. This power amplifier requires a high power to increase train detection performance by increasing the power transmitted to the track circuit, and is a class A operation that must reduce signal distortion. Since signal processing is imposed, a large-sized and high-performance power amplifier is adopted, so that it is inevitable that the power amplifier becomes expensive.

On the other hand, in the case of a commercial frequency track circuit, the device configuration is simple and the unit price is not so high. However, since a track transformer is provided for each track circuit, a large number of track transformers are required, and the total equipment cost increases. Since the detection signal is continuously transmitted, the power consumption is large and the operation cost increases, and it is impossible to detect the presence or absence of an interference wave in each track circuit.
Therefore, in order to reduce the cost of the track detection system with a track circuit system that has high interference wave detection performance in addition to train detection performance, a time-division transmission system It is conceivable to improve the parallel reception type train detection device.

FIG. 5 shows an example of a straightforward configuration combining the above-described conventional train detection device among such improvements, (a) is a circuit block diagram of the train detection device 30, and (b) is a control unit 32. It is a time chart of the transmission pattern of the signal for train detection.
This train detection device 30 differs from the conventional train detection device 10 described above (see FIG. 5A) in place of the transmitters 11 and 12, the switch 13, the transmission level setting device 14, and the power amplifier 15. The point where the track transformer 31 is introduced, the point where the connection between the transmission selection circuit 16 and the track circuits 4T to 12T is released, the point where the number of the receiving circuits 21 is reduced to three, and the control unit accordingly 20 is the control unit 32.

As with the commercial frequency track circuit, the track transformer 31 uses the commercial power AC100V as the train detection signal as it is at the commercial frequency f3. Although not shown, an appropriate track resistor is output as necessary. Connected to the side.
The transmission selection circuit 16 selects the transmission destination of the train detection signal one by one from the track circuits 1T to 3T of the track 8 one by one, and sends the train detection signal only to the corresponding track circuit.
Correspondingly, the receiving circuit 21 is individually connected only to the track circuits 1T to 3T.

  Since the control unit 32 does not need to control the removed switch 13 and the power amplifier 15 and the like, and the newly provided track transformer 31 does not need to be controlled, the parts 16 and 22 to 24 except for those are excluded. Although it controls similarly to the control part 20, the transmission pattern of the signal for train detection is reduced only by the part of track circuit 1T-3T (refer FIG.5 (b)). The cause is that the frequency of the train detection signal has decreased from the frequencies f1, f2 of 500 Hz to 700 Hz to the commercial frequency f3 of 50 Hz or 60 Hz. More specifically, the reception level detection of the train detection signal by the reception circuit 21 having a practical configuration requires a time of several cycles or more, and the time reduction limit is about 140 ms. Therefore, the slot time E is set to 140 ms. Then, the number of slots that can be secured within 500 ms of the on-line detection time under the complete time division method in which the cycle time D is shorter than the on-line detection time is up to three from the equation [500/140 = 3.5 ··]. It is limited.

However, if there are only three track circuits that can be monitored by one train detection device 30, four train detection devices 30 are used to monitor twelve track circuits that can be monitored by one train detection device 10. A stand is also required. For this reason, the advantage of replacing the power amplifier 15 and the like with the orbital transformer 31 and reducing the unit price of the apparatus is impaired. On the contrary, there is even a risk that the total equipment cost will be rather high.
Therefore, in order to realize a low-priced track circuit type train detection device that has high interference wave detection performance in addition to train detection performance, a large number of track circuits can be monitored even if the frequency of the train detection signal is a commercial frequency. In addition, it is a technical problem to improve the train detection device of the time division transmission method and the parallel reception method, and to improve the train detection performance and the interference wave detection performance without impairing the train detection performance.

  The train detection device of the present invention has been developed to solve such problems. For example, commercial power supplied from an electric power company or the like for electric lights or power is used as a signal for train detection. By using the device as it is, the device itself does not have a function to generate and amplify a train detection signal and its hardware. As a result, the apparatus configuration is simplified and the apparatus price is reduced. On the other hand, it takes time to measure and determine a low frequency signal such as a commercial frequency for a plurality of track circuits. Therefore, the transmission execution time for each track circuit is lengthened, and it is possible to transmit the same signal to multiple track circuits at the same time, thereby enabling reception processing for multiple track circuits within a certain time. Is the basic solution.

  However, if the transmission pattern is not perfect time division transmission, there is a concern that the interference detection performance will be degraded, but the transmission pattern will be diversified even in part with time division transmission including parallel transmission. If this is the case, it has been found that the interference wave detection performance is sufficiently secured. Moreover, the inventor has found such a preferable transmission pattern that can monitor more track circuits than the number of track circuits that can be monitored by a conventional train detection device. The present invention has been embodied based on such knowledge and is as follows.

  That is, the train detection device of the present invention (Solution 1) sends a train detection signal to a plurality of track circuits in a time-sharing and cyclic manner, and receives the train detection signal from each track circuit in parallel. In the train detection device for detecting the presence / absence of a train on each track circuit and the presence / absence of an interfering wave on each track circuit based on the presence / absence of transmission and reception according to the train detection signal, Commercial power is used as the signal at the commercial frequency, and the transmission means for the train detection signal performs transmission in parallel for some but not all of the track circuits and the transmission stop time for each track circuit Is shorter than the on-line detection time, and the cycle time for each track circuit is shorter than the non-on-line detection time, and the transmission pattern is different in the non-on-line detection time span.

  Moreover, the train detection device of the present invention is (the solution means 2), the train detection device of the solution means 1, wherein the train detection signal transmission pattern is different for each group in which the track circuits are grouped, and each group The same transmission pattern is used at different times.

  Furthermore, the train detection apparatus of the present invention (Solution means 3) is the train detection apparatus of the above-mentioned solution means 2, wherein any two of the groups have different transmission patterns.

  Moreover, the train detection apparatus of the present invention is (the solution means 4), which is the train detection apparatus of the above solution means 1 to 3, wherein the transmission execution rate in the entire cycle time is less than half. .

In such a train detection apparatus of the present invention (Solution 1), after following the track circuit method, the time-division transmission method, and the parallel reception method capable of detecting a disturbance wave in addition to the train detection, Since the electric power is used as a signal for detecting a train with a commercial frequency, an expensive power amplifier can be omitted, so that the apparatus becomes inexpensive.
In addition, the time division transmission is maintained while transmitting the train detection signal, but the parallel transmission is partially performed, so that the number of track circuits to which the train detection signal is transmitted within the on-line detection time is reduced. Since it is greater than the [on-line detection time / slot time] at the complete time division, a sufficiently large number of track circuits can be monitored by one unit.

Furthermore, since the transmission stop time is shorter than the on-line detection time for each track circuit when the train detection signal is transmitted, the train detection performance is maintained high.
Moreover, since the cycle time is longer than the on-line detection time even when the transmission stop time is short when transmitting the train detection signal, the same pattern as the pattern sent to all track circuits at a certain slot time reappears. Since the period until the next slot time is equal to or longer than that of the prior art, the transmission pattern is diversified. In particular, since the dispersion state of the transmission stop is diversified, the interference wave detection performance is also maintained high.

As a result, it is possible to improve train detection performance and interference wave detection by improving time-division transmission / parallel reception system train detection devices so that many track circuits can be monitored even if the frequency of the train detection signal is a commercial frequency. Performed without compromising performance.
In addition, since the total cycle time for transmission of the train detection signal is made longer than the on-line detection time as well as the on-line detection time, the diversification of the dispersion state of the transmission stop in the transmission pattern will increase, so the interference wave The accuracy with which the detection performance is maintained high is improved.
Therefore, according to the present invention, it is possible to realize a low-priced track circuit type train detection device that has high interference wave detection performance in addition to train detection performance.

  Furthermore, in the train detection device of the present invention (Solution means 2), the track circuits are divided into groups, the transmission pattern of the train detection signal is made different for each group, and the time is made different within each group. By using the same transmission pattern, a diverse and complex overall transmission pattern can be created from a relatively simple group-by-group pattern, which makes it easy to devise a favorable transmission pattern with high interference wave detection performance. As a result, the train detection device can be easily realized.

In the train detection device of the present invention (solution 3), since the cycle time differs depending on the group, the total cycle time related to all track circuits is the least common multiple of the cycle time related to each group. Therefore, there is a high probability that it will be longer than the absence detection time.
By arranging a shorter pattern for each group and extending the cycle time of the entire transmission pattern in this way, the total cycle time is significantly increased and the interference wave detection performance is maintained sufficiently high. As a result, the train detection device can be easily realized.

In the train detection device of the present invention (solution 4), since the transmission execution rate in the entire cycle time with respect to the transmission pattern is less than half, the instantaneous transmission power of the train detection signal is the same as that of the commercial frequency track circuit. If it is the same, the time average power consumption will be less than half that of the commercial frequency track circuit, and if the power consumption is kept equal to or less than that of the commercial frequency track circuit, the instantaneous transmission power of the train detection signal will be It is permissible to increase up to twice.
Therefore, by installing the train detection device of the present invention, it is possible to halve the operating cost for a track to which a commercial frequency track circuit can be applied. Even if it is difficult to apply the commercial frequency track circuit as it is, the track whose S / N ratio is improved by increasing the instantaneous transmission power of the train detection signal is equivalent to the commercial frequency track circuit. With less operating costs, it is possible to detect the presence or absence of a train on each track circuit and the presence or absence of an interfering wave on each track circuit.

With respect to such a train detection apparatus of the present invention, a specific mode for carrying out this will be described in Example 1 below.
The first embodiment shown in FIGS. 1 to 3 embodies all the above-described solving means 1 to 5 (claims 1 to 5 at the beginning of the application).
In the drawings, the same reference numerals are given to the same components as those in the prior art, and therefore, repeated explanations are omitted. Hereinafter, the differences from the prior art will be mainly described.

  A specific configuration of the train detection apparatus according to the first embodiment of the present invention will be described with reference to the drawings. 1A is a block diagram of the train detection device 40, FIG. 1B is a time chart of transmission pattern excerpts by the control unit 42, and FIG. 2 is a time chart of all transmission patterns. 3A is a table showing an outline of determination logic by the determination unit 24, and FIG. 3B is a flowchart showing the determination logic in detail.

This train detection device 40 differs from the improved train detection device 30 described above (see FIG. 1A) in that the transmission selection circuit 16 becomes a transmission selection circuit 41 and the reception circuit 21 is sufficiently different. The number of points is increased to six, and the control unit 32 is changed to the control unit 42 in accordance with them. The number of track circuits 1T to 16T to which train detection signals are transmitted has increased to sixteen.
A transmission unit that cyclically transmits a train detection signal to a plurality of track circuits 1T to 16T in a time-sharing manner includes a track transformer 31 and a transmission selection circuit 41, and like the train detection device 30 and the commercial frequency track circuit, There is no power amplifier 15, and commercial power AC100V is used as a train detection signal with the commercial frequency f3. The track resistor is provided on the output line of the track transformer 31 or on each output line of the transmission selection circuit 41 as required.

The transmission selection circuit 41 selects one or a plurality of train detection signal destinations from the track circuits 1T to 16T of the track 8 and sends the same train detection signal to the track circuit in parallel. It is like that. Such a transmission selection circuit 41 is embodied by, for example, sixteen solid-state relays that can operate in parallel, and operates a high-power train detection signal. can avoid.
The reception circuits 21 increased to sixteen are individually connected to the track circuits 1T to 16T, and the reception units 21 to 23 that receive the train detection signals from the track circuits 1T to 16T in parallel are received signals A, respectively. For each slot time E, sixteen digital values of the reception level of the reception circuit 21 are output.

The determination unit 24 that detects the presence or absence of a train on each track circuit 1T to 16T and the presence or absence of an interference wave to each track circuit 1T to 16T based on the presence or absence of transmission related to the train detection signal, As a train presence / absence detection signal B, for each slot time E, the determination result of “no train (B: 0)” or “with train (B: 1)” is output by the same number as the number of track circuits for transmission execution, and the interference wave For each slot time E, the presence / absence detection signal C is output for each slot time E with the same number of judgment results as “no disturbing wave (C: 1)” or “no disturbing wave (C: 0)”. 16 pieces are output at a time.
The control unit 42 controls the transmission selection circuit 41, the reception selection circuit 22, the A / D conversion circuit 23, and the determination unit 24, and receives the reception selection circuit 22, the A / D conversion circuit 23, and the switching timing of the transmission selection circuit 41. Although it is the same as the control part 20 and the control part 32 at the point which synchronizes with the determination part 24, the transmission pattern of the signal for train detection is changed into what satisfies the following conditions 1-6.

  That is, condition 1: some of the track circuits 1T to 16T may be transmitted in parallel, but no simultaneous transmission is performed for all of the track circuits 1T to 16T, and condition 2: each of the track circuits 1T to 16T. The transmission stop time G is set to be shorter than the on-line detection time, condition 3: the track circuit is grouped to make the pattern different for each group, and condition 4: the same transmission pattern is used with different times in each group. Condition 5: The individual cycle time should be shorter than the non-existing line detection time, Condition 6: The ratio of the transmission execution time in the entire cycle time is less than half, and the transmission pattern satisfies all the conditions. Yes.

One specific example in which trials have been found will be described together with the search procedure (see FIGS. 1B and 2). In FIG. 1 (b), the transmission execution is indicated by a framed f3, the transmission stop is indicated by a solid line, and in FIG. 2, the transmission execution is indicated by a high logical value, and the transmission stop is indicated by a low logical value. The number of slots is added to the logical value.
First, the track circuits 1T to 16T are divided into four groups of track circuits 1T to 4T, track circuits 5T to 8T, track circuits 9T to 12T, track circuits 13T to 16T, and transmission patterns for the track circuit 1T are, for example, H: 1, G : 2, H: 1, G: 2, H: 2, G: 2.

Here, “H: 1” indicates that the transmission execution time H is twice the slot time E, and “G: 2” indicates that the transmission stop time G is twice the slot time E. .
Then, a transmission pattern obtained by shifting the selected pattern by the slot time E is assigned to the track circuit 2T, a transmission pattern shifted by the slot time E is further assigned to the track circuit 3T, and a transmission pattern shifted by the slot time E is further assigned. Are assigned to the track circuit 4T.

Assuming that the slot time E is 140 ms as described above, the number of slots that can be secured within the existing line detection time of 500 ms is three as described above, and one of them must be allocated to the transmission execution time H. The time G is limited to not more than twice the slot time E. On the other hand, since the ratio of the transmission stop time G in the cycle time is required to be more than half from the viewpoint of reducing power consumption, etc., and the ratio of the transmission stop time G is required to be increased from the viewpoint of improving the interference wave detection performance, The transmission stop time G is uniformly assigned twice the slot time E.
The individual cycle time Da of this group is 140 × 10 = 1400 ms, which is shorter than the absence detection time.

Similarly, for example, H: 1, G: 2, H: 2, G: 2, H: 2, G: 2 are selected as transmission patterns for the track circuit 5T. This is different from the transmission pattern to the track circuit 1T described above, even when the deformation of connecting the head and tail is circulated.
Then, it is shifted by the slot time E and assigned to the track circuits 6T, 7T, and 8T.
The individual cycle time Db of this group is 140 × 11 = 1540 ms, which is also shorter than the non-existing line detection time.

Further, for example, H: 1, G: 2, H: 2, G: 2, H: 3, G: 2 are allocated to the group of track circuits 9T to 12T, and H: is assigned to the group of track circuits 13T to 16T, for example. 2, G: 2, H: 1, G: 2, H: 3, G: 2 are allocated.
The individual cycle times Dc and Dd related to these groups are 140 × 14 = 1680 ms, which is also shorter than the absence detection time.
Since the least common multiple of 10, 11, and 12 is 660, the total cycle time is expected to be 140 × 660 = 92400 ms, which is orders of magnitude longer than the non-existing line detection time.

  It should be noted that a determination unit 24 that can perform not only train detection but also jamming wave detection even in time division transmission with such a transmission pattern is clarified. The determination unit 24 detects the presence / absence of a train on each track circuit and the presence / absence of an interfering wave on each track circuit for each of the track circuits 1T to 16T at each slot time E. (See FIG. 3A.) For the track circuit that is transmitting the train detection signal at the commercial frequency f3, when the signal reception state of the reception signal A is “signal present (A: 1)”, the train presence / absence detection signal B Is set to “No train (B: 0)”, and when the signal reception state of the received signal A is “No signal (A: 0)”, the train presence / absence detection signal B is set to “With train (B: 1)”, For the track circuit in which transmission of the train detection signal is stopped, when the signal reception state of the reception signal A is “signal present (A: 1)”, the interference wave presence / absence detection signal C is set to “jamming wave present (C: 1)”. And the signal reception state of the received signal A is “no signal (A: 0)”. "No disturbance (C: 0)" the disturbance-detection signal C is adapted to the.

  However, when the train presence / absence detection signal B is transitioned from “with train” to “without train”, it is necessary to take a non-existing line detection time for confirmation of train advancement. That is, (see FIG. 3B), the case is classified according to the reception state of the received signal A and the commercial frequency f3 (steps S1, S2, S4), “no signal (A: 0)” and “during transmission”. In the case of, the train presence / absence detection signal B is set to “with train (B: 1)” (steps S1, S2, S3), and when “no signal (A: 0)” and “transmission stopped”, the interference wave presence / absence detection signal C Is set to “no interference wave (C: 0)” (steps S1 and S2). When “signal present (A: 1)” and “transmission stopped”, the interference wave presence / absence detection signal C is set to “interference wave presence (C: 1) "(steps S1, S4, S9).

  Further, when the reception signal A and the commercial frequency f3 transmission state are “signal present (A: 1)” and “transmission in progress”, the previous state is further classified (steps S1, S4, S5), and the previous state When the train is on the line, only the provisional detection of the train advancement is recognized internally, and the train presence / absence detection signal B is maintained as “with train (B: 1)” (step S7). On the other hand, when the previous state is a non-existing line (steps S1, S4, S5, S6), it is checked whether or not the non-existing line detection time has elapsed since the temporary detection of the train advancement. Since the temporary detection is not removed, the train presence / absence detection signal B is maintained as “with train (B: 1)”, but if it has elapsed, the train presence / absence detection signal B is set to “without train (B: 0)”. (Step S8).

  About the train detection apparatus 40 of this Example 1, the use aspect and operation | movement are demonstrated. The train detection device 40 is used for the track circuits 1T to 16T of the track 8 (see FIG. 1A). The number of track circuits is sixteen, more than one in the case of a commercial frequency track circuit, more than three in the case of the train detection device 30, and further twelve in the case of the train detection device 10. More than pieces. The cable connection or the like for each track circuit may be the same as in the prior art, with one end of the track circuit being the output destination of the transmission selection circuit 41 and the other end being the input destination of the reception circuit 21. When commercial power AC100V is supplied to the track transformer 31, transmission and reception of train detection signals are performed while the transmission units 31, 41, the reception units 21 to 23, and the determination unit 24 are synchronized under the control of the control unit 42. Repeated detection of presence / absence of train and presence / absence of interference wave based on the above.

At that time, transmission of the train detection signal to the track circuits 1T to 16T is performed by executing or stopping the AC signal of the commercial frequency f3 in accordance with the transmission pattern described above (see FIGS. 1B and 2). Moreover, acquisition of the received signal A and detection of the presence of a train and an interfering wave are performed for all the track circuits 1T to 16T for each slot time E (see FIG. 3).
Therefore, for any track circuit, transmission of the train detection signal is always executed during the on-line detection time of about 500 ms, and the train presence / absence detection signal B is generated based on the train detection signal B. Accordingly, the train enters the track circuit. Is properly detected within the allowable time. On the other hand, for the train advance from the track circuit, the value of the train presence / absence detection signal B is changed after waiting for the elapse of the non-existing line detection time while continuously checking, so the train advance is also detected appropriately. .

  Further, when the signal of the commercial frequency f3 is received from the track circuit whose transmission is stopped, the corresponding track circuit is set to “has an interference wave”. However, in the above transmission pattern, the total cycle time is 92400 ms and the non-order of about 2000 ms. Since the transmission pattern for each slot time E is sufficiently longer than the presence line detection time and the transmission pattern for each slot time E is varied over a long period of time, the dispersion state of the transmission stop is diversified. I can grasp it. Furthermore, since the ratio of the transmission execution time H in the total cycle time 92400 ms is about 46%, which is less than half, the energy efficiency is better than twice that of the commercial frequency orbit circuit.

[Others]
In the above embodiment, the case where there is a single reception level threshold (determination level) that determines the presence or absence of the reception signal A has been described. It is good to subdivide.
For example, the judgment level of interference wave detection for the track circuit when transmission is stopped is made in two stages, and if it is high, it is treated as `` with strong interference '' equivalent to `` with train '', but if it is low level Can also promote preventive measures against the cause of the interference by setting “with weak interference wave” only for the alarm.

Further, in order to prevent an excessive reaction to the interference wave, the continuation confirmation condition as described above related to the train presence / absence detection signal B is also applied to the transition of the interference wave presence / absence detection signal C from “no interference wave” to “with interference wave”. It is good to add.
Furthermore, when embodying the present invention, a third-order track circuit may be realized by providing means for detecting a phase difference between received signals from a plurality of track circuits.

About Example 1 of this invention, the structure etc. of a train detection apparatus are shown, (a) is a block diagram, (b) is a time chart of the excerpt of a transmission pattern. It is a time chart of all the transmission patterns. (A) is a table | surface which shows the outline | summary of a determination logic, (b) is a flowchart which shows a determination logic in detail. The structure etc. of the conventional train detection apparatus are shown, (a) is a block diagram, (b) is the time chart of the excerpt of a transmission pattern. The straightforward improvement plan which combined the conventional train detection apparatus is shown, (a) is a block diagram, (b) is a time chart of a transmission pattern.

Explanation of symbols

8 ... Track (railroad), 1T-16T ... Track circuit,
10 ... train detection device, 11, 12 ... transmitter, 13 ... switch,
14 ... transmission level setting device, 15 ... power amplifier, 16 ... transmission selection circuit,
20 ... Control unit, 21 ... Reception circuit, 22 ... Reception selection circuit,
23 ... A / D conversion circuit, 24 ... determining unit, 25 ... output unit,
30 ... train detection device, 31 ... track transformer, 32 ... control unit,
40 ... train detection device, 41 ... transmission selection circuit, 42 ... control unit,
A ... Reception signal, B ... Train presence / absence detection signal, C ... Interference wave presence / absence detection signal,
D: Cycle time (transmission pattern repetition time),
E: Slot time (basic unit time, frame time),
G: Transmission stop time, H: Transmission execution time

Claims (3)

Sending train detection signals to a plurality of track circuits in a time-sharing and cyclic manner, receiving the train detection signals in parallel from each track circuit, and transmitting and not receiving the train detection signals In the train detection device that detects the presence / absence of a train on each track circuit and the presence / absence of an interfering wave on each track circuit based on the above, commercial power is used as the train detection signal at a commercial frequency, and the train detection The signal transmission means executes transmission in parallel for some but not all of the track circuits, and the transmission stop time for each track circuit is shorter than the on-line detection time, and the cycle for each track circuit time are those shorter than the non-rail detection time, the non-rail transmission pattern detection time span Ri Do different, feeding of the train detection signal for each group obtained by grouping the track circuit Different pattern, within each group used the same transmission pattern by varying the time, but not all also track circuit in each group into several adapted to perform a transmission in parallel, it A train detection device. The train detection device according to claim 1, wherein any two of the groups have different transmission patterns. The train detection apparatus according to claim 1 or 2 , wherein a ratio of transmission execution in the entire cycle time is less than half.

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