JP5952566B2 - Continuous train transmission system - Google Patents

Description

  The present invention relates to a continuous train transmission apparatus that continuously transmits signals to a train using an AF (Audio Frequency) multi-frequency uninsulated track circuit.

  A train transmission device using an AF multi-frequency system non-insulated track circuit is described in, for example, Patent Document 1 and has an advantage that the number of components around the track is small. However, when the ATC device is installed in the non-insulated track circuit, the ATC signal driven into the track from the track boundary is shunted in inverse proportion to the track impedance before and after the driving point. When the tail of the preceding train advances to the inner track on the track boundary and the track becomes non-existing, even if an ATC signal directed to the following train is made to flow on the track, most of the ATC signal current is A large amount of ATC signal current cannot flow through the track on the inner track where the preceding train is low and the track impedance is low.

  For this reason, as a system, the rear track adjacent to the track on which the train is located has no signal, and it is necessary to use a control method that does not allow the train to enter normally, and there is a disadvantage that the train interval cannot be reduced. .

  In Patent Document 2, a train detection signal is transmitted from a boundary of an uninsulated track circuit, while a transmission point of an ATC signal is set at a position separated from the boundary by a predetermined distance, and an ATC transmission cable is attached from the transmission point to the track boundary. A non-insulated track circuit system that can transmit an ATC signal even though a train detection signal is transmitted using the difference in track inductance seen at both the boundary and the transmission point is disclosed. ing.

  However, Patent Document 2 is designed to transmit an ATC signal in spite of a train detection signal being transmitted, and the rear outside adjacent to the inner track circuit where the preceding train is located. It is not intended to pass a sufficient ATC signal current through the track circuit.

JP-A-48-63412 Japanese Patent Laid-Open No. 55-8947

  An object of the present invention is to provide a continuous train transmission device that can transmit a significant train control signal to a rear track adjacent to a train track, eliminate a no-signal track, and reduce the train interval. is there.

To solve the problems described above, a continuous train transmission apparatus according to the present invention, a signal transmission line pair, and a non-insulated track circuit, saw including a terrestrial transmission device, the signal transmission line, the terrestrial transmission A closed circuit current, which is guided to the device and forms a closed circuit together with the rail and the axle of the preceding train, between the driving point of the signal transmission line and the track circuit boundary, and causes electromagnetic induction coupling with the rail is passed. That is, the signal transmission line is connected to the left and right rails constituting the non-insulated track circuit at a distance from the track circuit boundary on the train advance side, and other rails different from the rail to which the self is connected. In order to generate electromagnetic induction coupling, it is attached to the other rail, led to the boundary of the non-insulated track circuit on the train advance side, and further led to the ground transmitter.

  As described above, in the present invention, the signal transmission line is attached to another rail so as to generate electromagnetic induction coupling with another rail different from the rail to which the signal transmission line is connected. It is led to the circuit boundary. That is, the signal transmission line attached to the rail is crossed in the vicinity of the signal driving point (connection point) to the rail, and then driven to the opposite track. With this configuration, the signal current flowing from the driving point to the inner track circuit side is in the same direction as the signal current flowing through the signal transmission line attached to the rail, and the rail and the signal transmission line act as a two-turn coil. It becomes like this.

  Since the inductance of the coil is proportional to the square of the number of turns, the inductance per distance is approximately 2 × 2 of the inductance per distance of a normal track circuit in the portion with the signal transmission line inward from the driving point. = 4 times. That is, the present invention has a feature in a mechanism for increasing the inductance of the track circuit by adding a signal transmission line through which a current in the same direction flows to the track.

  As a result, the track circuit impedance when looking inward from the driving point becomes a value corresponding to a distance obtained by multiplying the actual distance to the vehicle by four, and even if the preceding train is on the inner side, it is slightly The distance becomes high, and a large amount of signal current can be passed to the outside of the driving point.

  The distance L from the advancing side boundary to the driving point is preferably 1/5 of the rail length. In this way, when the preceding train is short-circuited at the advancing side boundary and at the same time the subsequent train is short-circuited at the entry side boundary, the impedance when looking at both rail ends from the driving point becomes almost the same, A significant signal current can be transmitted with the same transmission power to the rear track circuit adjacent to the track circuit where the train is located, and the train interval can be reduced by eliminating the no-signal section.

  The pair of signal transmission lines is further led to the ground transmitter. According to this configuration, the ATC signal can be transmitted from the ground transmitter to the track circuit using the pair of signal transmission lines as the forward path and the return path. The on-board device can receive a signal by a magnetic field generated by a signal current flowing in the rail by a power receiver provided at the head of the train.

  After the train crosses the driving point, the on-board device power receiver can receive the signal by the magnetic field generated by the current flowing in the signal transmission line along the rail. Even if it is moved outward from the boundary, the continuity of signal reception is not impaired.

  Patent Document 1 does not disclose a technical idea of increasing the impedance of the track circuit when the pair of signal transmission lines is electromagnetically coupled to the rail and viewed from the driving point inward.

  As described above, it is possible to provide a continuous train transmission device that can transmit a significant train control signal to the rear track adjacent to the train track, eliminate the no-signal track, and reduce the train interval. it can.

  Other objects, configurations and advantages of the present invention will be described in more detail with reference to the accompanying drawings. The accompanying drawings are merely examples.

It is a figure which shows the structure of the continuous train transmission apparatus which concerns on this invention. It is a figure which shows the relationship between the rail in the continuous train transmission apparatus which concerns on this invention, and a signal transmission line.

  Referring to FIG. 1, the continuous train transmission device according to the present invention includes a pair of signal transmission lines 11 and 12, an uninsulated track circuit 3, and a ground transmission device 5. The non-insulated track circuit 3 is composed of two rails 31 and 32 on the left and right sides, and is divided into a plurality of track circuits 1T, 2T, and 3T. FIG. 1 shows a state in which the preceding train 7A is on the track circuit 3T and the subsequent train 7B is on the track circuit 1T. Of the track circuits 1T to 3T, for example, when focusing on the track circuit 2T, the track circuit has a track length of length L1. The preceding train 7A and the succeeding train 7B have an on-board device 71 and power receivers 73 and 74. The on-board device 71 analyzes signals received by the power receivers 73 and 74 and performs train control.

  The pair of signal transmission lines 11 and 12 are connected to the left and right rails 31 and 32 at a driving point PL2 at a distance L2 from the track circuit boundary P21 on the train advance side when focusing on the track circuit 2T. ing. And it is attached to other rails 31 and 32 and led to the track circuit boundary P21 on the train advance side so as to generate electromagnetic induction coupling with other rails 31 and 32 different from the rails 31 and 32 to which the self is connected. In addition, it is guided to the ground transmitter 5.

  Specifically, the signal transmission line 11 is attached to the rail 31 so that one end thereof is connected to the rail 32 and electromagnetic induction coupling is generated with the rail 31 different from the rail 32 to which the signal transmission line 11 is connected. The signal transmission line 12 is connected to the rail 31 and is attached to the rail 32 so as to generate electromagnetic induction coupling with the rail 32. When the signal transmission lines 11 and 12 are attached to the rails 31 and 32, for example, the signal transmission lines 11 and 12 made of cables or the like are attached to the side surfaces of the rails 31 and 32 as shown in FIG. Thereby, electromagnetic induction coupling can be generated between the signal transmission lines 11 and 12 and the rails 31 and 32.

  In general, in an AF multi-frequency uninsulated track circuit, the ATC signal driven into the track is shunted in inverse proportion to the impedance of the track circuit before and after the driving point PL2. The impedance of the track circuit when the train is present can be evaluated by the short-circuit impedance when the left and right rails 31 and 32 are short-circuited by the axle 72 of the train 7A or 7B.

  The short-circuit impedance is calculated by four electrical constants of the track circuit, that is, resistance R per unit distance, leakage conductance G per unit distance, inductance L per unit distance, and capacitance C per unit distance. It is generally recognized that in the 4 kHz band, which is a general ATC carrier wave, in the range up to about 200 m in orbit length, it is almost determined by the inductance. In other words, the ATC signal driven into the rails 31 and 32 is diverted before and after the driving point PL2 in inverse proportion to the inductance of the track circuit.

  Based on the theoretical background described above, the present invention increases the inductance of the track circuit inside the driving point PL2 without modifying the track circuit, so that a sufficient signal current is provided to the succeeding train outside. It is a flow.

  As a means for this, in the present invention, as described above, the signal transmission lines 11 and 12 are connected to other rails 31 and 32 different from the rails 31 and 32 to which the signal transmission lines 11 and 12 are connected so as to generate electromagnetic induction coupling. It is attached to the rails 31 and 32 and is led to the boundary of the non-insulated track circuit 3 on the train advance side. That is, the signal transmission lines 11 and 12 attached to the rails 31 and 32 are crossed in the vicinity of the signal driving point PL2 to the rails 31 and 32 and then driven into the rails 31 and 32 on the opposite left and right sides. With this configuration, the direction in which the signal current I22 flows on the inner track circuit 3T side where the preceding train 7A is located as viewed from the driving point PL2 is the signal flowing in the signal transmission lines 11 and 12 along the rails 31 and 32. In the same direction as the current I2, the rails 31, 32 and the signal transmission lines 11, 12 act as a two-turn coil. It is assumed that there is no leakage of signal current.

  Since the inductance of the coil is proportional to the square of the number of turns, the inductance per distance in the portion of the track circuit 3T with the signal transmission lines 11 and 12 on the inner side of the driving point PL2 is that of a normal track circuit. The inductance per unit distance is approximately 2 × 2 = 4 times. That is, the mechanism for increasing the inductance of the track circuit 3T by adding the signal transmission lines 11 and 12 through which the current I22 flowing in the rails 31 and 32 and the current I2 in the same direction flows is a novel and characteristic part. .

  As a result, the track circuit impedance viewed inward from the driving point PL2 becomes a value corresponding to a distance obtained by multiplying the actual distance to the preceding train 7A by four, and on the inner side closest to the train advance boundary P21. Even if the preceding train 7A is present, it becomes a high value at a slight distance, and a large amount of signal current I21 can flow outside the driving point PL2.

  The distance L2 from the advancing side boundary P21 to the driving point PL2 is preferably １ ／ of the length L1 of the track circuit 2T. In this way, the ratio of the distance to the rail end before and after the driving point PL2 is 1: 4, the preceding train is short-circuited at the advancing side boundary P21, and the subsequent train is short-circuited at the entering side boundary at the same time. The impedance when the both ends of the rail are viewed from the driving point PL2 is substantially the same.

  In the system in which the ATC signal current or the like is supplied to the AF multi-frequency system non-insulated track circuit 3, the level diagram is set on the assumption that the track circuit impedance before and after the driving point PL2 is substantially equal and the signal current is divided by half. Therefore, if the relocated distance L2 is 1/5 of the track length L1, the signal current initially assumed by the system is secured for the subsequent train 7B, and the preceding train 7A is present. A significant signal current can be transmitted to the rear track circuit 2T adjacent to the track circuit 3T with the same transmission power, and the no-signal section can be eliminated to shorten the train interval.

  The pair of signal transmission lines 11 and 12 are further guided to the ground transmission device 5. According to this configuration, the ATC signal can be transmitted from the ground transmitter 5 to the track circuit using the pair of signal transmission lines 11 and 12 as the forward path and the return path. The on-board device 71 can receive a signal by the magnetic field generated by the signal current I21 flowing in the rails 31 and 32 by the power receivers 73 and 74 provided at the head of the train.

  After the succeeding train 7B exceeds the driving point PL2, the power receivers 73 and 74 of the on-board device 71 receive signals by the magnetic field generated by the current I2 flowing in the signal transmission lines 11 and 12 along the rails 31 and 32. Therefore, even if the driving point PL2 for the rails 31 and 32 is moved outward from the track circuit boundary P21, the continuity of signal reception is not impaired. A ground receiving device is connected in the vicinity of the track circuit boundary P21.

  Although the contents of the present invention have been specifically described above with reference to the preferred embodiments, it is obvious that those skilled in the art can take various modifications based on the basic technical idea and teachings of the present invention. It is.

11, 12 A pair of signal transmission lines
3 Non-insulated track circuit 31, 32 rail
5 Ground transmitter

Claims (4)

Pair and a signal transmission line, and no insulating track circuit, and a ground transmission apparatus seen including,
The signal transmission line is guided to the ground transmission device, and forms a closed circuit together with the rail and the axle of the preceding train between the driving point of the signal transmission line and the track circuit boundary, and the rail and the electromagnetic induction coupling are connected. A continuous train transmission device that allows a closed circuit current to flow . The continuous train transmission device according to claim 1, wherein the signal transmission line is connected to the left and right rails constituting the non-insulated track circuit at a distance from the track circuit boundary on the train advance side, It generates electromagnetic induction coupling with another rail different from the rail to which it is connected, and is attached to the other rail so that the current flows in the same direction as the adjacent track on the rail advancement side in the rail. A continuous train transmission device guided to the boundary of the non-insulated track circuit . The continuous train transmission device according to claim 1 or 2 , comprising an on-board device mounted on a train, wherein the on-board device transmits a signal between the non-insulated track circuit and the signal transmission line. A continuous train transmission device that delivers and receives 4. The continuous train transmission device according to claim 1, wherein the distance is about 1/5 of a length of the track circuit. 5.

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