JPH0723328Y2 - Non-insulated track circuit device - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention relates to a non-insulated track circuit device for detecting the presence of a train in a non-insulated track circuit in a railroad, and in particular to reduction of approach boundary fluctuation and securing of block length. is there.

[Conventional technology]

If there is an automatic traffic signal at the approach end of the block section, the train detection point at the approach end of the block section is a traffic signal according to the Railway Business Act in order to prevent the front traffic signal from showing as a stop sign when a train or vehicle approaches. It is regulated to be within 2m from the outside to 9m inside. A track circuit using rails is used to detect a train or a vehicle approaching this block section.

As the track circuit, an insulated track circuit with rail insulation at the circuit boundary and a non-insulated track circuit without rail insulation at the circuit boundary are adopted.

The insulated track circuit needs rail insulation for each block section, which makes installation and on-site maintenance difficult, but the non-insulated track circuit does not have rail insulation, so the configuration is simple and labor-saving on site maintenance. It has been widely adopted in recent years because it is achieved.

The transmission point of the train detection signal of this non-insulated track circuit is normally constituted by voltage transmission with a simple structure and good transmission efficiency. In addition, the receiving point of the train detection signal is the voltage receiving that detects the rail voltage, the current receiving that the rail current is detected by the receiving coil installed between the rails, and the voltage that detects and adds both rail voltage and rail current. Three types of current reception are adopted.

[Problems to be solved by the device]

In the current receiving system, the rail current component of the train detection signal flowing in the track circuit is detected by the receiving coil, etc., so that the receiving level is until the inside of the receiving point is short-circuited, as shown in Fig. 4 (a). The level does not decrease and the level drops sharply when the train approaches, and the boundary characteristics of the train approach detection become as clear as the insulated system.

However, there is a drawback that the S / N ratio is not sufficient because the receiving coil and the current receiving device are susceptible to various kinds of direct noise generated from the train.

Further, in the voltage-current receiving system, the reception level can be held until the track circuit crosses the boundary as shown in FIG. 4 (b) by adjusting the current component and the voltage component of the train detection signal. Train detection points can be clarified.
Also, the noise level can be reduced by the addition of the voltage component.

However, there is a disadvantage that a receiving coil and the like are required, and it is necessary to adjust a current component and a voltage component, which complicates the configuration.

In addition, the voltage power receiving method has the simplest track circuit configuration, the cost of equipment and maintenance is low, and it is economical, and since there is no receiving coil or current receiving device, it does not combine even if it receives direct noise from the train, Good S / N ratio.

However, as the train approaches the receiving point, the gauge voltage decreases as the approach impedance at the receiving point decreases. As a result, the reception level also decreases as shown in FIG. 4 (c), and the train is detected before the reception point. In addition, when the reception level fluctuates, the train detection point at the boundary also fluctuates, and there is a disadvantage that the clarity of the track circuit boundary is slightly inferior to other systems.

For this reason, the voltage receiving system was mainly used in the signal block section in the vehicle, and was not used so much in the ground signal system.

The present invention has been made to solve such disadvantages, and uses a voltage receiving system with a simple track circuit configuration and a good S / N ratio to improve the clarity of track circuit boundaries. The purpose is to obtain a circuit device.

[Means for Solving the Problems]

The non-insulated track circuit device according to the present invention has a non-insulated track circuit and a train detector, and the non-insulated track circuit divides each block section of a rail that runs the train without rail insulation to detect the running train. Is a transport route for train detection signals, and each block section (1T), (2T) is inside the block entry end, and the distance from the block entry end is shorter than the block entry end. Transmission points (3a) and (3b), which are installed on each rail near the end, and which send out train detection signals, are installed on each rail at the entrance and exit ends of the block and each rail at the exit end of the block. Point (4a),
(4b), (4c) divided into two, train detector (5a),
(5b) outputs the train detection signal sent to the rail and receives the sent train detection signal to detect the train, and has a transmission unit (11) and a reception unit (12). 11) is for generating and outputting a train detection signal to be sent to the rail, which is connected to the transmission points (3a) and (3b) of each block section via a matching transformer, and the receiving section (12) is connected to the rail. Receives the sent train detection signal, determines the decrease in the reception level of the train detection signal due to approaching the train, detects the train entry into each block section, and determines the increase in the reception level of the train detection signal due to the train leaving However, it is to detect the train advance from the block section, and has two voltage receiving sections, one of which is the receiving point (4a) provided on the track at the block entry end of the block section (1T). Connected via a matching transformer, while the voltage receiver is Characterized in that the receiving point provided on rails of clogging advancing end of the quick section (4b) which is connected via a matching transformer.

[Action]

Boundary fluctuations of the non-insulated track circuit of the voltage receiving system are caused by fluctuations in the receiving level due to fluctuations in the roadbed, fluctuations in the transmission output, etc. The biggest cause of the fluctuation of the reception level is the change of the leak conductance due to the fluctuation of the track bed of the track circuit. Since this track fluctuation depends most on the track circuit length, if the track circuit length is shortened, fluctuations in the reception level can be suppressed and boundary fluctuations can be reduced.

On the other hand, because it is necessary to secure a predetermined block length,
The track circuit length cannot be simply shortened.

In order to satisfy the contradictory requirements described above, the present invention proposes a train detection signal in the vicinity of the closed approach end where the influence of the track circuit state inside the closed approach end of the closed section using the non-insulated track circuit is small. Even if there is a change in the leakage conductance due to track bed track fluctuations, a fluctuation in the reception level can be reduced by providing a transmission point and a receiving point for voltage reception that detects train entry into the block section at the closing approach end. suppress.

In addition, since the track circuit on the block advancing side from the transmission point does not hinder the boundary characteristics, the track circuit length is lengthened and a voltage receiving point for detecting train advance from the block section is provided at the block advancing end. And secure the required block length.

〔Example〕

FIG. 1 is a block diagram showing a track circuit according to an embodiment of the present invention. As shown in the figure, between the traffic lights S1 and S2,
The track circuits 1T and 2T in each block section (distance Lkm) between S2 and traffic light S3, etc., are transmission points provided at a distance L2 from the erected position of traffic light S1 and S2, which is the closing approach end.
It is divided into two by receiving points 4a, 4b, 4c provided at positions separated by a distance L1 from the erected positions of 3a, 3b and the traffic lights S1, S2, S3.

The distance L2 from the closing entrance of the transmission points 3a and 3b for transmitting the train detection signal is shorter than the distance L3 from the closing entrance. For example, if the distance L in the block section is 800 m, the distance L2 is 200 m, the distance L3 is 600 m, and the track circuit length of the track circuit 1AT, 2AT on the block side is the track circuit length of the track circuit 1BT, 2BT on the block side. Making it shorter.

Further, the function of the track circuits 1T and 2T is to detect a train in the track circuit, and it is necessary to secure a predetermined short-circuit sensitivity at any point of the track circuits 1T and 2T. On the other hand, in the case of the non-insulated track circuit compatible with the ground signal system, it is necessary to keep the fluctuation of the track circuit boundary within the specified range. As shown in FIG. 2, the demarcation point of the track circuit is regulated by the Railway Business Law to be 9m inward from 2m outside the traffic light S1. This short-circuit sensitivity and the track boundary are in a reciprocal relationship, but considering the operation at the time of track circuit failure such as rail rupture, each receiving point 4a, 4b, 4c of the train detection signal is located at a distance L1 = 9m from the traffic light It is provided in the position separated only.

Train detectors 5a and 5b detect trains in the track circuits 1T and 2T, respectively, and a field matching transformer 6a and a device room matching transformer 7a that output a train detection signal between the train detector 5a and the transmission point 3a.
Are connected. Further, the train detector 5a and the receiving point 4a are connected by matching transformers 8a and 9a, and the train detector 5a and the receiving point 4b are connected.
Matching transformers 8b and 9b are connected between them.

The train detector 5a includes a transmitter 11 and a receiver 12, as shown in the block diagram of FIG.

The transmission unit 11 modulates the carrier wave sent from the carrier wave oscillator 13 with the signal wave sent from the signal wave oscillator 15 by the modulator 14, and the modulated output signal is sent to the transmission point 3a via the matching transformers 7a and 6a. Sent as a train detection signal to.

The receiving unit 12 receives the train detection signals transmitted from the matching transformers 8a and 9a and the matching transformers 8b and 9b, respectively, and receives the band filters 16a and 16a.
The interference voltage other than the train detection signal is removed by b, and the detectors 17a, 1
After the modulated wave is taken out at 7b, the central processing unit 18 determines the signal level, and then the chronological processing is performed to operate the track relay 19.

The operation when the track circuit 1T is divided into the track circuit 1AT and the track circuit 1BT at the transmission point 3a and the reception points 4a and 4b as described above will be described.

In the non-insulated track circuit of the voltage receiving system, the fluctuation of the reception level is directly connected to the boundary fluctuation. The biggest cause of the fluctuation of the reception level is the change of the leak conductance due to the fluctuation of the track bed of the track circuit. Since this track fluctuation depends most on the track circuit length, if the track circuit length is shortened, fluctuations in the reception level can be suppressed and boundary fluctuations can be reduced.

Therefore, as shown in Fig. 1, the distance L2 of the track circuit 1AT
Can be reduced to, for example, 200 m to reduce the change in the leakage conductance of the track circuit 1AT. As a result, it is possible to reduce fluctuations in the reception level of the train detection signal at the reception point 4a, reduce boundary fluctuations, and clarify track circuit boundaries.

The clarity of the track circuit boundary is represented by the train detection distance, which is the distance between the receiving point 4a and the train detection point. For example, when the leak conductance is 0 to 0.1 S / km, the train detection distance is 7.5 ± 0.
The reception level was adjusted to 5 m, and the change in the transmission output level due to temperature fluctuations, power supply fluctuations, etc., and the change in the train detection distance when the leakage conductance fluctuated from 0.003 to 0.3 S / km were investigated. As a result, the maximum value of fluctuation was 2.6 m on the outer side and 2.2 m on the inner side with respect to the initial adjustment target point P.

Therefore, by setting the receiving point 4a of the track circuit 1AT to be 9m inward of the erected position of the traffic signal S1, as shown in FIG.
Even if the reception level fluctuates due to leakage conductance, etc., the relationship between the siding position of the signal S1 and the demarcation point of the track circuit 1AT is well within the range specified by the Railway Business Law.

On the other hand, the track circuit 1BT on the block advancing side from the transmission point 3a does not hinder the boundary characteristics, so the track circuit length L3
Is increased to, for example, 600 m, and a required power reception point 4b for detecting the train advance from the closed section is provided at the end of the closed block, so that the required length L of the closed section can be secured as long as 800 m.

[Effect of device]

As described above, the present invention provides a train detection signal transmission point in the range where the influence of the state of the track circuit inside the block approach end of the block section using the non-insulated track circuit is small, that is, near the block approach end. , The track circuit in the block section is 2
Even if there is a change in leakage conductance due to track bed track fluctuations, the fluctuations in the reception level can be suppressed to a small level by providing a voltage receiving point at the end of the block to detect the train entering the block section. Therefore, the fluctuation of the train detection point can be suppressed within the specified range.

Also, by providing a voltage receiving point for detecting the train advance from the block section to the block advance end from the transmission point,
The required block length can be secured.

Furthermore, by adopting a voltage receiving method at the receiving points provided at the block entrance end and the block advance end, it is possible to simplify the configuration of the device and facilitate adjustment and maintenance, and to receive the influence of noise from the train. It is possible to obtain a device with a good S / N ratio.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a track circuit according to an embodiment of the present invention, FIG. 2 is an explanatory diagram showing a traffic light building position and a train detection point, FIG. 3 is a block diagram showing a train detector, and FIG. (A), (b), (c) is a reception level change characteristic view which shows a train detection characteristic, respectively. S1, S2, S3; traffic light, 1T, 2T, 1AT to 1BT; track circuit, 3a, 3b; transmitting point, 4a, 4b, 4c; receiving point, 5a, 5b; train detector.

Claims (1)

[Scope of utility model registration request] 1. A train detection signal having a non-insulated track circuit and a train detector, wherein the non-insulated track circuit divides each block section of a rail on which a train runs without rail insulation and detects a running train. The transportation path of each block section (1
T) and (2T) are provided on each rail at a position inside the block approach end and near the block approach end, where the distance from the block approach end is shorter than the distance to the block exit end. 2 at the points (3a) and (3b) and the receiving points (4a), (4b), and (4c) that are provided on the rails at the approaching end of the block and the rails at the exiting end of the block, respectively, to receive the train detection signal voltage.
The train detectors (5a) and (5b), which are divided, output the train detection signal sent to the rail and also detect the train by receiving the sent train detection signal. The transmission section (11) has a (12) and generates and outputs a train detection signal to be sent to the rail, and is connected to the transmission points (3a) and (3b) of each block section via a matching transformer. The receiving section (12) receives the train detection signal sent to the rail,
Decreases the reception level of the train detection signal due to the approach of the train, detects the train entry to each block section, and determines the increase of the reception level of the train detection signal due to the train departure, and detects the train advance from the block section. Is what
It has two voltage receiving parts, one voltage receiving part is connected via a matching transformer to the receiving point (4a) provided on the rail at the closing entrance of the block section (1T), and the other voltage receiving part is A non-insulated track circuit device, characterized in that the non-insulated track circuit device is connected via a matching transformer to a receiving point provided on the rail of the block advancing end (4b) of the block section.